Engineering_Policy_Guide - User contributions [en]

Category:108 Prosecution and Progress

2024-11-06T15:16:23Z

Legged1: /* 108.1 Subletting of Contract (for Sec 108.1) */ updated per RR3703

[[image:108.jpg|right|425px]]
It is the responsibility of the contractor to furnish adequate forces for meeting specified project schedules as well as quality requirements. The Resident Engineer should bring unsatisfactory progress to the contractor's attention in writing. Send copies of such letters to the District Engineer and Construction & Materials. If the contractor fails to respond in keeping with the intent of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108], the matter must be brought immediately to the attention of the district office and the Division of [http://sp/sites/cm/Pages/default.aspx Construction and Materials].

This article also discusses critical and key [[:category:108 Prosecution and Progress#108.16 Project Dates|project dates]] and [[:category:108 Prosecution and Progress#108.7.1 Extensions or Adjustments of Time|extensions or adjustments of time]] when progress is adversely affected by items beyond a contractor’s control.

==108.1 Subletting of Contract (for Sec 108.1)==

The prime contractor is obligated to do a specified portion of the work, as indicated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.1.1]. Any exception to this clause of the contract must be approved by the Division of [http://sharepoint/systemdelivery/cm/Pages/default.aspx Construction and Materials] and a change order must be issued to establish the revised terms.

Specifications permit the contractor to utilize approved subcontractors to perform up to 70 percent of the work under subcontract agreement. The Commission is not a party to the subcontract agreement, but holds final approval on all subcontract requests.

===108.1.1 Review and Approval of a Subcontract Request ===

When a contractor desires to sublet a portion of the work, the request will be submitted to the resident engineer on [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (Form C-220)]. The resident engineer, or a designee assigned by the District Construction Engineer, shall perform the following review on all subcontract requests:

:'''1.''' Check all information on the header for accuracy and determine if the request a) involves a 2<sup>nd</sup> tier relationship, b) is for a DBE subcontractor, or c) includes any line item with a unit price or quantity that differs from the contract. If any of those three situations apply, then the request must include the subcontract agreement between the prime and the sub. For 2<sup>nd</sup> tier requests, the agreement between the 1<sup>st</sup> and 2<sup>nd</sup> tier subcontractor should also be submitted.

:'''2.''' For DBE requests, verify that the unit price and quantity matches what is on the DBE Identification Submittal Form. If there are line items listed on the C-220 for a DBE that go beyond the DBE Identification Submittal found in the contract, verify whether they can be counted for DBE credit and if they do not count, a separate C-220 should be submitted for these line items. For more information on DBE requests, refer to the article on DBE Subcontracting. If additional DBE subcontractors, suppliers, manufacturers or brokers are proposed by the prime contractor after the project commences, the engineer should work with the contractor to complete the [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf "DBE Change" form] so that the total utilization of DBEs can be accounted for on the project towards MoDOT’s overall statewide DBE goal attainment. In addition, any added DBEs need to be evaluated for CUF.

:'''3.''' The Line No. and item Description should be as shown in the contract. However, the Quantity and/or the Subcontracted Unit Price will often differ from the contract; this is acceptable as long as they match the values in the subcontract agreement between the prime and the sub. Additionally, in rare cases, even the unit of measure might differ. For example, let’s say the contract line item is Diamond Grinding – 10,000 SY @ $3/SY = $30,000, yet the C-220 shows “Diamond Grinding (per hour)” with a quantity of 100 @ $250 = $25,000. This is acceptable if those are the terms in the subcontract agreement. Since there is not a field to show a revised Unit of Measure, the form instructions require the contractor to state the revised unit of measure in the Description. Also, even though their subcontract agreement may not include an estimated quantity, insist that your contractor provide an estimated quantity on the C-220. All of the above data is necessary for AWP to accurately track the total percent sublet on 1<sup>st</sup> tier subcontracts.

:'''4.''' Verify that all 1st tier requests include all work they plan to perform, as well as all work they plan to sublet to a 2<sup>nd</sup> tier sub. The 2<sup>nd</sup> tier request will only list items the 2<sup>nd</sup> tier plans to perform. See [[#108.1.2 Second Tier Subcontracting|EPG 108.1.2 Second Tier Subcontracting]] and [[#108.1.3 Disadvantaged Business Enterprises (DBE) Subcontracting|EPG 108.1.3 Disadvantaged Business Enterprise Subcontracting]] for more information.

:'''5.''' Verify that the requested subcontractor is on the approved Subcontractor List on the [https://www.modot.org/bid-opening-info Bid Opening Info page] under the Documents section and is qualified as a DBE (if the DBE box is checked) on the [https://www6.modot.mo.gov/MRCC/Home/PublicSearch MRCC directory page]. Refer unapproved subcontractors to the [https://www.modot.org/perform-subcontracting-work Perform Subcontracting Work webpage]. If the requested subcontractor is performing a Professional Service, refer to [[#108.1.4 Professional Service|EPG 108.1.4 Professional Service]].

:'''6.''' For Federal Aid projects, verify that the subcontract request is accompanied with a completed Subcontractor Certification Regarding Affirmative Action form, and a document listing the name, address, and telephone number of the subcontractor's EEO Officer on the subcontractor’s letterhead.

:'''7.''' Confirm the request has been signed by an authorized representative of the prime contractor.

:'''8.''' For federal aid projects, the prime contractor is required by federal statute to insert the contract Federal provisions and wage rates (including [http://www.fhwa.dot.gov/programadmin/contracts/index.cfm FHWA 1273]) in all subcontract agreements. The reviewer should perform a random check on submitted subcontract agreements to help ensure the prime is meeting this requirement.

:'''9.''' If all information is correct and all requirements are met, promptly enter the subcontract information into AASHTOWARE Project (AWP). Verify that the subcontract limit has not been exceeded (A pop-up notice will occur in AWP). Apply the MoDOT approval signature to the form. Save the approved subcontract request electronically according to current policy, with an electronic copy sent to the contractor as an attachment to an email.

:'''10.''' If any of the information on the form is incorrect, or if approval cannot be granted for any reason, the contractor should be notified immediately with an explanation so they can correct the form or take other actions to proceed without delay. Once the subcontract request is approved and work begins, work performed by the subcontractor will be recorded in AWP daily on the Daily Work Reports (DWR) work items tab, with the subcontractor designated on the contractor line.

====Subletting Limitation====
The self-perform requirement for prime contractors is a minimum of 30% by specification which is also the federal requirement. The minimum requirement is tracked by the C-220 request to subcontract forms. No self-perform re-evaluation will be required for contract change order adjustments. The prime contractor is allowed to purchase materials for subcontractor’s work. The material purchased by the prime for the subcontractor should be clearly indicated on the C-220 subcontract form.

===108.1.2 Second Tier Subcontracting===

Upon approval from the prime contractor, subcontractors may sublet a portion of their assigned work to another subcontractor. This relationship is called “2<sup>nd</sup> tier subcontracting”. A separate C-220, submitted by the prime, is required for 2<sup>nd</sup> tier subcontract requests. The contractor shall disclose the name of the 1<sup>st</sup> tier subcontractor on the form.

The C-220 for the 1<sup>st</sup> tier subcontractor should list all of the work items they plan to perform, as well as all work they plan to sublet to their second tier subcontractors. The quantity and unit price for each line shall be that designated in the subcontract agreement between the prime contractor and the first tier subcontractor. The C-220 for the 2<sup>nd</sup> tier subcontract work lists only the work the 2<sup>nd</sup> tier sub will perform, and shows the quantity and price from the subcontract agreement between the 1<sup>st</sup> and 2<sup>nd</sup> tier subcontractors.

AWP will use the total of all work sublet to 1st tier subcontractors to determine the total percent sublet. The total for the 2<sup>nd</sup> tier work will not be included in that calculation since 2<sup>nd</sup> tier work is already included in the 1<sup>st</sup> tier total.

===108.1.3 Disadvantaged Business Enterprises (DBE) Subcontracting===

Note that compliance with Sec 108.1.1 and DBE goals are distinctly separate issues and are based on different requirements, as stated in this article. Most contracts with federal participation include a goal for the amount of work to be awarded to [http://www.modot.org/business/contractor_resources/External_Civil_Rights/DBE_program.htm disadvantaged business enterprises (DBE)]. At the time of bid, all bidders are required to list on the [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT_Excel.xlsm DBE Identification Submittal Form] all proposed DBE subcontractors, suppliers and haulers to be used on that contract, including the amount for each line item on each subcontract. If the totals do not meet or exceed the goal, the bidder must document all good faith efforts to meet the goal. After award of the contract, MoDOT's [http://sharepoint/systemdelivery/ec/Pages/default.aspx External Civil Rights Division] must approve any change to the DBE commitment. In addition, all bidders must submit the [https://epg.modot.org/forms/CM/DBE_and_non_DBE_Subcontractor_Reporting_Form.pdf DBE and Non-DBE Subcontractor Reporting Form]. The DBE and Non-DBE Subcontractor Reporting Form will be due by the last day of the month of the letting being reported.
<div id="Once a project is awarded,"></div>
Once a project is awarded, the contractor must submit a Request to Subcontract Work on Form C-220 to the RE for all DBE subcontractors listed on the DBE Identification Submittal Form with the bid. There may be changes proposed with a C-220 that require ECR pre-approval and others that do not. If additional DBE subcontractors, suppliers, manufacturers or brokers are proposed by the prime contractor after the project commences, the engineer should work with the contractor to complete the [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Change form] so that the total utilization of DBEs can be accounted for on the project towards MoDOT’s overall statewide DBE goal attainment. In addition, any added DBEs need to be evaluated for CUF.

The following are items that require ECR approval:
:* Contractor proposes to eliminate one or more DBEs initially committed on the DBE submittal form (see [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Termination Form]),
:* Contractor proposes a reduction in the quantities for DBE firms initially committed on the DBE submittal form,
:* Propose additional DBE’s beyond the DBE firms initially committed on the DBE submittal form,
:* Increased quantities for DBE’s from what was originally committed on the DBE submittal form,
:* If DBEs are working in a 2<sup>nd</sup> tier capacity.

Additional work items can be added to any DBE subcontractor, and additional DBE subcontractors can be utilized for other work items, but no DBE work disclosed on the DBE Identification Submittal Form can be changed without approval from MoDOT's External Civil Rights division.

Any work subcontracted from a 1<sup>st</sup> tier DBE contractor to a 2<sup>nd</sup> tier non-DBE contractor will not count towards the DBE contract goal.

Compliance with the DBE goal is determined by the amounts shown on the subcontract agreement between the prime contractor and the DBE subcontractor, and later verified by the actual amount paid to that DBE once the work is complete.

===108.1.4 Professional Service===

Contractors sometimes hire a Professional Service to perform a support function to one or more line items of work. Use of a Professional Service does not typically require submittal of Form C-220, unless the work is directly tied to a contract line item. For example, Surveying/Staking is considered a Professional Service that does require a Form C-220 when there is a contract line item for that work. When the Surveying/Staking is considered incidental, no Form C-220 is required. The contractor or subcontractor utilizing a Professional Service is responsible for providing insurance coverage for this work if the Professional Service does not have sufficient coverage. Some professional service work may not require registration as a subcontractor. See [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 EPG 110.3 Prevailing Wages and Records] for more information on Professional Services.

====Professional Service Contract Labor====
Contractors sometimes hire a company to provide trade workers for their workforce. These companies charge a fee to the contractor for providing workers and they pay the workers directly. This is permissible. Since the contract is for workforce and not contracting to perform line item work there is no subcontract required. Insurance for the workers would be covered under the contractor hiring them. The workers would fall under the prevailing wage rate. Their rate of pay for prevailing wage rate is what the worker receives and not what the contractor is paying for their services. Therefore the mark up paid to the labor supplier cannot be used as part of the prevailing wage rate determination. The workers would be paid by the company supplying the worker. So the payroll from that company is what is submitted to the Resident Engineer. It should be submitted along with the prime or subcontractors payroll and not separately.

===108.1.5 Rental Equipment===

Sometimes the contractor will rent equipment from other contractors to perform work on the project. To avoid the possibility of unauthorized subcontracting, the payroll should be checked to confirm that the contractor is paying the wages of operators and supervision. Checking may also be accomplished during routine labor interviews by determining who pays the operator's wages. The findings of such checking procedures should be noted in the project DWR. In lieu of such checking, the resident engineer may accept a written statement over the contractor's signature that all operators and supervisors are carried on the contractor's payroll. These procedures are not necessary for equipment rented from recognized rental agencies that are not also in the highway construction business. Further explanation of Owner Operator can be found in [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 EPG 110.3 Prevailing Wages and Records].

===108.1.6 Termination of a Subcontract===

Occasionally it becomes necessary for the contractor to terminate a subcontract. The Commission recognizes cancellation of previously approved subcontracts when the contractor provides:

:a. A statement over the signatures of the contractor and the subcontractor that they have mutually agreed to cancel the subcontract, or

:b. A certified copy of the contractor's written notice to the subcontractor of cancellation for cause.

After a subcontract has been cancelled, the percentages of work sublet to date should be adjusted. The work involved in the canceled subcontract quite often is proposed to be sublet again. If condition (a) or (b), above, has been met, the proposal should then be handled as a normal request for approval of subcontract.

If the contractor requests replacement of a DBE subcontractor, approval must first be obtained from the External Civil Rights Division.

If any subcontractor is replaced for any reason, the existing subcontract item(s) of work for that subcontractor are removed from AWP. Remarks indicating the reason for the revision are included in the record. No revision of the original C-220 is required. The new subcontractor shall be added using the normal C-220 subcontract process documenting the items of work to be performed.

==108.2 Notice to Proceed (for Sec 108.2)==
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.2] provides information on notice to proceed. Early notice to proceed may be granted with the approval of the Division of Construction and Materials.

==108.3 Prosecution of Work==
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.3] provides information on prosecution of work.

==108.4 Progress Schedules==
Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.4] for information on progress schedules.

==108.5 Labor, Methods and Equipment==
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.5] provides information on labor, methods and equipment.

==108.6 Temporary Suspension of Work==
Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.6] for information on temporary suspension of work.

==108.7 Contract Time for Completion of the Work==
[[image:108.2.1.jpg|right|450px]]
===108.7.1 Extensions or Adjustments of Time===

[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.7] provides a basis for granting adjustments, suspensions or extensions of time when progress is adversely affected by items beyond the contractor's control. Sec. 108.7.1 covers extensions of time for calendar day or calendar date contracts and refers to weighted time tables on file in the office of the Commission. Weighted timetables (for contracts with and without time exclusions) and examples of proper use are shown in [[:Category:108 Prosecution and Progress#108.7.2 Table for Contracts with No Time Exclusion|Tables 108.7.2]] and [[:Category:108 Prosecution and Progress#108.7.3 Table for Contracts with Time Exclusion|108.7.3]] and [[:Category:108 Prosecution and Progress#108.7.4 Examples|EPG 108.7.4 Examples]].

Such requests should be evaluated by the [[:category:105 Control of Work#105.9 Authority and Duties of Resident Engineer (Sec 105.9)|resident engineer]] and sent to the District Engineer along with a detailed study and recommendation. The district may discuss the request with [http://sp/sites/cm/Pages/default.aspx Construction & Materials] before rendering a decision. Requests from the contractor for major adjustments, suspensions, or extensions of time require thorough study by the resident engineer. In many cases the basis for the request is not subject to a clear-cut policy decision.

It is necessary that these procedures be followed to ensure uniform administration of the liquidated damage provisions of our contracts.

When it is not possible to grant the contractor's request, a thorough report should be sent to Construction & Materials to recover liquidated damages.

====108.7.1.1 Assessment of Liquidated Damages and Exceptions====
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="435px" align="right"
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|'''[https://epg.modot.org/forms/CM/Liquidated_Damages_Guidance.pdf Guidance for Assessment of Liquidated Damages]'''
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Contract time for project completion should be administered in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=4 Sec 108.7] as well as all applicable job special provisions. At a minimum, all contracts should have a JSP for Contract Liquidated Damages that identifies the time limits along with penalties for both Road User Costs and Contract Administrative Costs. A [https://epg.modot.org/forms/CM/Liquidated_Damages_Guidance.pdf guide for assessment of liquidated damages] is available.

Contract time for specific milestone events, such as a road closure, should be administered as specified in the contract Liquidated Damages Specified JSP for that event. Sec 108.7 does not apply to specific milestone events, therefore, liquidated damages are generally charged 7 days/week with no waivers for weekends and holidays. Refer to the terms in the contract Liquidated Damages Specified JSP and administer accordingly.

Measurement of contract time for project completion ends when the contractor completes all work, including all corrections listed on the Semi-Final Inspection Form (C-236). The RE sometimes lists “exceptions” on the form. Exceptions are tasks or acceptance periods that are contractually allowed to occur after the contract completion date without penalty. For a list of common exceptions, refer to [[:Category:105 Control of Work#105.15.1.2 Exceptions|EPG 105.15.1.2 Exceptions]]. Some exceptions may require a date range attached to the task. For example, removal of the Point of Presence signs should be done approximately 90 days after the semi-final inspection, so the RE should specify a two-week period for the POP sign removal, approximately 90 days out. As that date approaches, the RE should remind the contractor of the looming deadline to remove the signs to avoid having the count of time reinstated and damages assessed.

More details are available in the following Quick Reference Guides: [[:Category:101 Standard Forms#CO Milestones|Milestones]] and [[:Category:101 Standard Forms#CO Contract Times|Contract Times]].

====108.7.1.2 Consideration of Time Extensions or Suspensions====

Contractors are presumed to have made provisions in their bids for any anticipated delays in procurement of materials. Contract time extensions or suspension of working days should not be based on unsupported claims of delays in delivery of materials. Consideration may be given to delays caused by unusual market conditions such as an industry-wide strike, natural disaster, or area-wide shortage that arises after award of the contract and prevents procurement of materials within the allowable time for contract completion. It will be necessary to evaluate any claim for time extension based on material shortages to determine if the delays were, in fact, beyond the control of the contractor or the fabricator.

====108.7.1.3 Progress Schedules====
Per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.4], the contractor is required to provide the Resident Engineer with an initial Progress Schedule prior to or at the pre-construction meeting. The request for the initial schedule is included in the [https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf Pre Con Letter-Federal] and [https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf Pre Con Letter-State]. Contracts are generally set up as Completion Day or Completion Date projects; however, there may be some rare instances where a contract will be set up as a Working Day project. Regardless of the method of contract time, the progress schedule shall include an activities bar chart showing the major items of work throughout the life of the project. The initial Progress Schedule is very critical in establishing the basis for the planned work and should account for all limitations that are known at that point in time. It should be thoroughly reviewed for compliance with Sec 108.4, should demonstrate continuous prosecution of the work, achievement of any required milestones and indicate overall project completion within the allotted time. Acceptance of the initial Progress Schedule, and all subsequent progress schedules, will be made by the Resident Engineer.

Once the initial schedule is accepted, if the work plan changes or the contractor falls significantly behind schedule, the Resident Engineer should require a revised schedule be submitted in accordance with Sec 108.4.2.1 and Sec 108.4.4. The revised schedule should clearly show a plan to ensure project completion within the allowable time. Likewise, should an excusable delay occur, the RE should issue the appropriate time adjustment change order and require a revised schedule.

If progress towards completion within the allowable time is in jeopardy, and the cause is due to inexcusable failures by the contractor (see common failures below), a letter should be submitted to the contractor, with a copy to the surety, informing them of the possibility of being declared in default of the contract if the contractor does not proceed with a remedy within ten days of the notice. The State Construction and Materials Engineer should be informed of this notice. If after ten days the contractor has not adequately proceeded with a remedy, the State Construction and Materials Engineer will work with the district and the Chief Counsel’s office to determine the next course of action, which may include declaring the contractor to be in default.

Common contractor failures that could affect schedule and lead to Default of Contract:

:1. Failure to mobilize and begin work on time.
:2. Failure to provide sufficient resources (workers and/or equipment) to maintain sufficient progress.
:3. Unacceptable work that requires extensive time to repair or replace.
:4. Contractor delay caused by a refusal to remedy work deemed unacceptable.
:5. Contractor vacates project or discontinues work on the major operation.
:6. Contractor fails to return to the project in a reasonable time following a stoppage of work.
:7. A stoppage of work is issued for non-compliance with a contract requirement.
:8. A federal and or state legal action taken against the contractor.

=====Two-Week Schedule=====
In addition to maintaining a current project Progress Schedule, each week the contractor is required to provide the Resident Engineer with a dynamic two-week look-ahead schedule. This two-week schedule is the basis (i.e. agenda) for discussion at the weekly progress meetings. It provides current details that are important in planning and scheduling resources over the following days, including upcoming traffic control changes and inspection resources. This schedule is very important for coordination efforts. It can be in any format acceptable to the RE, but should not be waived except during planned pauses or low activity levels in the work and the RE agrees it is not necessary.

===108.7.2 Table for Contracts with No Time Exclusion===
{| border="1" class="wikitable" style="text-align:center"
|+<center>'''Table 108.7.2 Weighted Time Table for Contracts with No Time Exclusion (to be used with EPG 108.7.4)'''</center>
! style="background:#BEBEBE" width="65"|Day !! style="background:#BEBEBE"|January !! style="background:#BEBEBE"|February !! style="background:#BEBEBE" width="65"|March !! style="background:#BEBEBE" width="65"|April !! style="background:#BEBEBE" width="65"|May !! style="background:#BEBEBE" width="65"|June!! style="background:#BEBEBE" width="65"|July!! style="background:#BEBEBE"|August !! style="background:#BEBEBE"|September !! style="background:#BEBEBE"|October !! style="background:#BEBEBE"|November !! style="background:#BEBEBE"|December
|-
|'''1'''|| 0|| 32|| 88|| 154|| 244|| 356|| 487|| 614|| 738|| 834|| 919|| 978
|-
|''' 2'''|| 1|| 34|| 90|| 157||247|| 360 ||492 ||618|| 742|| 837|| 921|| 979
|-
|''' 3''' ||2||36|| 92||160||250 ||364 ||497 ||622 ||746|| 840 ||923|| 980
|-
|''' 4''' ||3 ||38|| 94|| 163|| 253|| 368|| 497|| 626|| 750|| 843|| 925|| 981
|-
|'''5'''|| 4|| 40|| 96|| 166|| 256|| 372|| 502|| 630|| 754|| 846|| 927|| 982
|-
|''' 6'''|| 5|| 42|| 98|| 169|| 259|| 376|| 507 ||634|| 758|| 849|| 929 ||983
|-
|''' 7'''|| 6|| 44|| 100 ||172|| 262|| 380|| 512|| 638 ||762|| 852|| 931|| 984
|-
|''' 8''' ||7|| 46 ||102 ||175 ||265|| 384|| 517|| 642|| 765 ||855|| 933|| 985
|-
|'''9 '''||8 ||48||104 ||178 ||268|| 388|| 522|| 646|| 768|| 858 ||935|| 986
|-
|''' 10'''|| 9|| 50|| 106 ||181 ||271 ||392 ||526|| 650 ||771|| 861 ||937|| 987
|-
|'''11'''|| 10 ||52|| 108|| 184|| 274|| 396|| 530|| 654|| 774 ||864|| 939|| 988
|-
|'''12'''|| 11 ||54 ||110 ||187|| 277|| 400|| 534|| 658|| 777|| 867|| 941|| 989
|-
|''' 13'''||12|| 56 ||112 ||190|| 280 ||404|| 538|| 662|| 780|| 870|| 943|| 990
|-
|'''14''' ||13 ||58 ||114|| 193|| 284 ||408|| 542|| 666|| 783|| 873|| 945|| 991
|-
|'''15''' ||14|| 60 ||116|| 196|| 288 ||412|| 546|| 670|| 786 ||876|| 947|| 992
|-
|''' 16'''|| 15 ||62 ||118|| 199|| 292 ||416|| 550|| 674|| 789|| 879 ||949|| 993
|-
|''' 17'''|| 16 ||64|| 120|| 202 ||296|| 420 ||554|| 678|| 792|| 882 ||951|| 994
|-
|''' 18'''|| 17|| 66|| 122 ||205 ||300|| 424|| 558|| 682|| 795|| 885|| 953|| 995
|-
|''' 19''' ||18|| 68|| 124|| 208|| 304|| 428|| 562|| 686|| 798 ||888|| 955|| 996
|-
|''' 20'''|| 19|| 70|| 126 ||211 ||308 ||432|| 566|| 690 ||801|| 891|| 957|| 997
|-
|''' 21'''|| 20|| 72|| 128|| 214||312 ||437|| 570|| 694 ||804|| 894|| 959|| 998
|-
|''' 22'''|| 21|| 74|| 130|| 217||316|| 442|| 574|| 698 ||807|| 897|| 961|| 999
|-
|''' 23''' ||22 ||76|| 132 ||220|| 320|| 447|| 578|| 702|| 810 ||900 ||963|| 1000
|-
|'''24''' ||23|| 78 ||134|| 223 ||324|| 452 ||582|| 706 ||813|| 903|| 965|| 1000
|-
|''' 25'''|| 24|| 80 ||136|| 226 ||328|| 457||586 ||710|| 816|| 905|| 967 ||1000
|-
|'''26''' ||25|| 82||138|| 229 ||332 ||462|| 590|| 714|| 819||907|| 969|| 1000
|-
|''' 27'''|| 26 ||84|| 140 ||232 ||336|| 467 ||594 ||718 ||822|| 909|| 971|| 1000
|-
|'''28'''|| 27|| 86|| 142|| 235|| 340|| 472|| 598|| 722 ||825 ||911 ||973 ||1000
|-
|''' 29''' ||28|| 86 ||145 ||238 ||344 ||477|| 602|| 726|| 828|| 913 ||975|| 1000
|-
|'''30''' ||29 || ||148|| 241|| 348|| 482 ||606|| 730|| 831|| 915 ||977|| 1000
|-
|'''31'''|| 30|| || 151|| || 352|| || 610 ||734 || ||917|| || 1000
|}

===108.7.3 Table for Contracts with Time Exclusion===

{| border="1" class="wikitable" style="text-align:center"
|+<center>'''Table 108.7.3 Weighted Time Table for Contracts with Time Exclusion, as of 5/10/2006 (to be used with EPG 108.7.4)'''</center>
! style="background:#BEBEBE"|Day !! style="background:#BEBEBE" width="82"|March !! style="background:#BEBEBE" width="82"|April !! style="background:#BEBEBE" width="82"|May !! style="background:#BEBEBE" width="82"|June!! style="background:#BEBEBE" width="82"|July!! style="background:#BEBEBE" width="82"|August !! style="background:#BEBEBE"|September !! style="background:#BEBEBE"|October !! style="background:#BEBEBE"|November !! style="background:#BEBEBE"|December
|-
|'''1'''|| ||24 ||102 ||198|| 316|| 457 ||610 ||758|| 887 ||971
|-
|''' 2''' || ||26|| 105|| 202 ||321|| 462 ||615|| 763|| 890|| 974
|-
|''' 3'''|| || 28|| 108|| 205|| 325|| 466 ||620|| 767|| 893|| 977
|-
|''' 4'''|| ||30|| 111|| 209|| 330|| 471|| 625|| 771|| 895|| 980
|-
|'''5'''|| || 32 ||114 ||213|| 334 ||476|| 630|| 776 ||898|| 983
|-
|'''6'''|| || 34 ||117 ||217|| 339 ||480|| 635|| 780|| 901 ||985
|-
|'''7'''|| || 36 ||120 ||221||343|| 485 ||640|| 784|| 904 ||987
|-
|'''8'''|| || 38 ||123 ||225 ||348 ||490||645|| 789 ||906 ||989
|-
|'''9'''|| || 40 ||126|| 229 ||352|| 495|| 650 ||793 ||909|| 991
|-
|'''10'''|| || 42 ||129|| 233 ||357 ||500 ||655||797 ||912|| 993
|-
|'''11'''|| || 44 ||132||236 ||361 ||505|| 660|| 802|| 915|| 995
|-
|'''12''' || || 46|| 135 ||240|| 366 ||510|| 665||806 ||917|| 997
|-
|'''13'''|| || 49 ||138||244 ||370 ||515|| 670||810|| 920|| 999
|-
|'''14''' || || 52|| 141|| 248 ||375|| 520 ||675|| 815 ||923 ||1000
|-
|'''15'''|| 0|| 54 ||144 ||252 ||379|| 525|| 680 ||819 ||926 ||
|-
|'''16'''|| 1||57|| 147 ||256 ||384 ||530|| 685|| 823|| 928||
|-
|'''17'''|| 2 ||60 ||150|| 260 ||388 ||535|| 690|| 827 ||931 ||
|-
|'''18'''|| 3 ||63|| 153 ||264 ||393 ||540 ||695 ||832 ||934 ||
|-
|'''19'''|| 4 ||66|| 156 ||268 ||397|| 545|| 700|| 836 ||937 ||
|-
|'''20''' ||5 ||69 ||159|| 272 ||402|| 550 ||705|| 840 ||940 ||
|-
|'''21''' ||6 ||72||162 ||276 ||406 ||555 ||710|| 844 ||942 ||
|-
|'''22''' ||7 ||75|| 165 ||280||411 ||560|| 715 ||848 ||945 ||
|-
|'''23'''|| 8 ||78|| 168||284|| 415 ||565 ||720|| 852|| 948 ||
|-
|'''24''' ||9 ||81|| 171|| 288|| 420|| 570 ||724 ||856|| 951 ||
|-
|'''25''' ||10 ||84|| 174 ||292|| 424|| 575|| 729 ||860||954 ||
|-
|'''26''' ||12 ||87|| 177 ||296|| 429|| 580 ||734 ||864 ||957 ||
|-
|'''27''' ||14|| 90|| 180 ||300|| 433 ||585|| 739 ||868|| 960 ||
|-
|'''28''' ||16 ||93|| 183||304 ||438 ||590|| 744|| 872 ||963 ||
|-
|'''29''' ||18 ||96 ||186 ||308|| 442 ||595|| 749|| 876|| 966 ||
|-
|'''30'''|| 20 ||99 ||190||312|| 447|| 600|| 753|| 880 ||968 ||
|-
|'''31'''|| 22|| ||194|| || 452|| 605|| || 884|| ||
|-
|style="background:#BEBEBE"|'''Monthly'''|| style="background:#BEBEBE"|22 ||style="background:#BEBEBE"|77||style="background:#BEBEBE"| 95|| style="background:#BEBEBE"|118||style="background:#BEBEBE"| 140||style="background:#BEBEBE"| 153 ||style="background:#BEBEBE"|148|| style="background:#BEBEBE"|131||style="background:#BEBEBE"| 84|| style="background:#BEBEBE"|32
|-
|style="background:#BEBEBE"|'''Cumulative''' ||style="background:#BEBEBE"|22|| style="background:#BEBEBE"|99||style="background:#BEBEBE"|194 ||style="background:#BEBEBE"|312 ||style="background:#BEBEBE"|452||style="background:#BEBEBE"|605|| style="background:#BEBEBE"|753|| style="background:#BEBEBE"|884|| style="background:#BEBEBE"|968|| style="background:#BEBEBE"|1000
|}

===108.7.4 Examples===

Five examples are provided, below.

====Example 1====

Assume the following:
Project costs overrun 2.6%. Contract completion date – September 1. Notice to proceed date – May 5. No time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: ||
|-
|Completion date Sept. 1 ||610 Units
|-
|Notice to Proceed May 5 || <u>-114 Units</u>
|-
|Total Contract Units for Project ||496 Units
|-
| ||
|-
|
|-
|496 * 2.6% = 12.9 (Adjustment for Overrun), so use 13 Units ||
|-
| ||
|-
|Contract Completion Sept. 1 ||610 Units
|-
|Added time due to overrun ||<u>+ 13 Units</u>
|-
|Revised completion date units|| 623 Units
|-
|colspan="2"|<center>'''So, from table the revised completion date is September 4.'''</center>
|}

====Example 2====

Assume the following:
Contract completion date – December 1. Project was delayed from July 10 through August 5. No time will be charged December 15 to March 15.
{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: || ||
|-
| Completion date Dec. 1 || ||971 Units
|-
|Units at August 5|| 476 Units||
|-
|Units at July 10 || <u>-357 Units</u> ||
|-
|Units during delay || 119 Units||
|-
| || || <u>+ 119 Units</u>
|-
|Revised completion date units|| || 1090 Units
|-
|colspan="3"|<center>'''So from table, the revised completion date is April 27.'''</center>
|}

====Example 3====

Assume the following:
Project costs overrun 2.6%. Contract completion date – September 1. Notice to proceed date – May 5. Time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: ||
|-
|Completion date Sept. 1 ||738 Units
|-
|Notice to Proceed May 5 || <u>-256 Units</u>
|-
|
|-
|Total Contract Units for Project|| 482 Units
|-
|
|-
|482 * 2.6% = 13.9 (Adjustment for Overrun), so use 14 Units||
|-
|
|-
|Contract Completion Sept. 1|| 738 Units
|-
|Added time due to overrun || <u>+ 14 Units</u>
|-
|Revised completion date units|| 752 Units
|-
|colspan="2"|<center>'''So from table, the revised completion date is September 5.'''</center>
|}

====Example 4====

Assume the following:
Contract completion date – December 1. Project was delayed from July 5 through August 5. Time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: ||
|-
|Completion date Dec. 1|| || 978 Units
|-
|Units at August 5|| 630 Units ||
|-
|Units at July 5|| <u>-502 Units</u> ||
|-
|Units during delay ||128 Units ||
|-
| || ||<u>+ 128 Units</u>
|-
|Revised completion date units|| ||1106 Units
|-
| colspan="3"|<center>'''So from table, the revised completion date is March 10'''</center>
|}

====Example 5====

Assume the following:
Project costs overrun 10%. Contract completion date – October 1. Notice to proceed date – March 5. Working days allowed = 10. Weighted time table units available for project = 60. No time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto" width="400"
|-
|From weighted time table: ||
|-
|Total Contract Units for Project ||60 Units
|-
|60 * 10% = 6 (Adjustment for Overrun), so use 6 Units||
|-
|
|-
|Contract Completion Oct. 1|| 758 Units
|-
|Added time due to overrun|| <u>+ 6 Units</u>
|-
|Revised completion date units|| 764 Units
|-
|colspan="2"|<center>'''So from table, the revised completion date is October 3.'''</center>
|}
[[image:108.2.jpg|center|725px]]

==108.8 Liquidated Damages for Failure or Delay in Completing Work on Time==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.8] for information on liquidated damages. Instructions for handling milestone disincentives through AWP are provided in the [[:Category:101 Standard Forms#CO Milestones|AWP CO Milestones]].

==108.9 Signal and Lighting Malfunctions==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.9]for information on signal and lighting malfunctions, and what to do when an emergency repair is required.

==108.10 Default of Contract ==

[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.10] provides information on what constitutes a default of contract and related issues.

==108.11 Termination of Contract for Convenience of the Commission==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.11] for information on the termination of a contract.

'''Guidance for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.11.2 Settlement Provisions] (Particularly Settlement for Leftover Material on a Construction Project)'''

When contract pay items are eliminated from the contract, the Resident Engineer should notify the contractor in writing as soon as possible so that the contractor can stop any unnecessary material purchases. If the material is delivered prior to notification, use the following guidance to settle the cost of returning or purchasing the material. If the cost of the material is significant, consult with the District Construction Engineer to discuss whether this resolution is appropriate.

:1. Request that the contractor make every effort to return the material to the supplier. We should avoid adding inventory items to MoDOT maintenance lots if at all possible. Make payment to the contractor for the shipping cost, return shipping cost, plus any restocking fee charged by the manufacturer. To this total, add an amount equal to 5% of the invoice cost of the material to cover the contractor's general overhead expenses.

:2. If the manufacturer will not accept the return, a negotiated settlement with the contractor can be made so that the contractor retains the material at the salvage value.

:3. If the material cannot be returned or retained by the contractor, purchase of the material can be made. Delivery of the material should be made to the local maintenance facility. For this option, payment should be made to the contractor for the invoice cost of the material, plus 5% for overhead, plus shipping cost, plus any cost incurred by the contractor for delivering the material to the maintenance lot.

==108.12 Notice to Contractor and Surety==

Refer to [[:Category:152 Contactor Bonding Responsibilities|EPG 152 Contactor Bonding Responsibilities]] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.12] for information on notice to the contractor when a contract has been terminated or default has occured.

==108.13 Termination of Contract for Misconduct==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.13] for information on termination of a contract for misconduct.

==108.14 Determination of Compensation and Contract Time Extension for Excusable, Noncompensable and Compensable Delays==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.14] for information related to delays in completing the work.

==108.15 Suspension of Work Directed by the Engineer==
Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.15] for information related to a suspension of work as directed by the engineer.

==108.16 Project Dates==
[[image:108.1.jpg|right|400px]]
Project dates are divided into two groups: Informational Dates and Contract Site Times. A [[media:239 Project Timeline example 2020.docx|sample project timeline]] includes most of the project dates.

===108.16.1 Informational Dates===
Informational dates are defined by each agency using AWP (AASHTOWARE Project) and may be used for any purpose. MoDOT has decided to use these dates for tracking significant contract events and to facilitate the final plans process.

The person(s) responsible for entering the Informational dates and their definitions follow, listed alphabetical order of abbreviation in AWP:

:'''1. Acceptance Date (ACCEPT-DT)''' – This is the Final Acceptance date as confirmed and documented by the District Construction & Materials Engineer (DCE) on the [https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239)]. The DCE makes Final Acceptance after receiving the Final Inspection notice from the RE and confirming that all requirements listed in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 105.15.2] have been met. Final Acceptance should be made as soon as possible after receiving the final documentation from the contractor, but no later than the 30 day maximum allowed per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 105.10.7]. The Final Acceptance date (Actual) is entered by the District Final Plans and Reports Processor.
:'''2. 105 – Date Approved by DBE (ADBE)''' – The date the External Civil Rights Division (ECR) approved the final DBE participation of the project. The Actual date is populated by the ECR – CM Division.
:'''3. Award Date (AWRD-DT)''' - The date of action of the Commission accepting the bid of the lowest responsible bidder for the work, subject to the execution and approval of a satisfactory contract therefore and bond to secure the performance thereof, and to such other conditions as may be specified or as required by law. The Actual date passes into AWP during contract transition from Preconstruction to Construction.
:'''4. Contract Items Complete Date (CICM)''' – This will be the same date as the date of the Final Payment letter from the Financial Services office. The Actual Date is entered by the Final Plans Reviewer.
:'''5. Contract Closed for CRLMS Date (CRLMS-DT)''' - This date represents the review and approval of the final DBE participation for a contract. Entry of this date is necessary for the project data to be reported on the DBE Uniform Report. The Actual date is populated by ECR - CM Division.
:'''6. 050 Date Final Plans Received at HQ (DFPR)''' - The projected date for this field is populated by the District Final Plans and Reports processor immediately following Final Inspection. This date is 2 weeks after the projected date the plans are due in the District Office (per guidance in #8). After the district check of the final plans is complete, the DFP&RP shall notify the Final Plans Reviewer by email that the project is ready for final review and processing. After confirming that all needed documents are present in eProjects, the Final Plans Reviewer will enter the Actual date into this record to indicate the plans have been received by central office.
:'''7. Execution Date (EXEC)''' - The date that the contract has been signed by all parties and approved by the Chief Counsel's Office. The contractor has 15 days from award to return an executed contract for execution by the commission. The actual execution date can be more or less than 15 days after award based on the time the contractor takes to return the contract and the time for review and execution by the commission. The actual date for this record passes through at time of contract transition from Preconstruction to Construction.
<div id="8. Date of Final Inspection"></div>
:'''8. Date of Final Inspection''' - See Sec 105.10.7 and [[:Category:105 Control of Work#105.15.1.4 Acceptance for Maintenance (Final Inspection)|EPG 105.15.1.4 Acceptance for Maintenance (Final Inspection)]] for detail on the Final Inspection. This is the date of the Final Inspection, which is when all corrections and [[:Category:105 Control of Work#105.15.1.2 Exceptions|exceptions]] are complete on the last remaining project to be finally inspected in the contract. This date is important since it will be pulled from AWP by Cognos and listed on the Final Acceptance form. (See QRG [http://epg.modot.mo.gov/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]). The Final Inspection Date (Projected and Actual) is entered into AWP by the Project Office.
:'''9. 060 Date Final Plans Check is Complete (FPC)''' - The Final Plans Reviewer will enter this Actual date after completing the review of the final plans and passing them for final payment.
:'''10. 040 Date Final Plans Recvd at District (FPR)''' - The <u>Projected</u> date that final plans should be completed by the project office is entered by the District Final Plans and Reports Processor immediately following Final Inspection. The projected date should be based on guidance in #8 above. After the project office completes the final plans, the RE shall notify the DFP&RP by email that the project is complete and ready for review by the district. After confirming all final documents are present in eProjects, the DFP&RP shall enter the <u>Actual</u> date final plans were received by the district.
:'''11. Letting Date (LETD)''' - The date on which bids for the project are accepted and opened publicly by MoDOT. Date passes into AWP during the transition from Preconstruction to Construction.
:'''12. 030 Project Data ready for Matls Summary (MCF)''' - The Projected and Actual date is entered by the project office when the last change order is approved or when it is determined that the current contract quantities are final. The date is used to notify district materials personnel that the materials summary may be completed.
:'''13. Notice to Proceed Date (NTP)''' - The date on or before which prosecution of the work is to begin. This date is specified in the contract and is generally about 60 days after letting. If the contractor does not begin work by this date, the count of working days begins on this date. If the contractor starts before this date, the count of working days begins when the contractor starts work. Date passes into AWP during transition from Preconstruction to Construction.
:'''14. Open to Traffic Date (OPTF)''' – Leave this field blank except for special program projects that are designated by the Division to have the “opening” date documented. When required, this date serves as a measure of progress towards completion of the special program. ''Smooth Road Initiative'' and ''Focus on Bridges'' are examples of past programs that required tracking of the Open to Traffic date. The Division will let the REs know what programs require tracking and what parameters constitute the project as being “Open to Traffic”.
:'''15. 110 Date Received from DBE (RDBE)''' - The Final Plans Reviewer enters this Actual date when the final plans are received from [https://modotgov.sharepoint.com/sites/ec External Civil Rights] after their review.
:'''16. 095 Materials Summary Approved by HQ (SAH)''' – The Actual date is entered by the Division of Construction and Materials after the materials summary is approved.
:'''17. 100 Date Sent to DBE (SDBE)''' – The Final Plans Reviewer enters this Actual date when the final plans are sent to [https://modotgov.sharepoint.com/sites/ec External Civil Rights] for their review.
:'''18. 080 Materials Summary Submitted to HQ (SSH)''' - Actual date is entered by District Materials when the materials summary is completed, uploaded to eProjects and available for review by the Central Office.
:'''19. Work Begin Date (WKBG-DT)''' - This is the actual date the contractor begins work and is used by AWP as the start date for the count of contract time. This date is entered by the Project Office.

===108.16.2 Contract Site Times===
Contract Site Times are records of the overall contract time-related information specific to contract. There are three types of contract site time records: Available Time, Calendar Time and Completion Date. These records are used for both the Overall Contract Time and for Milestones associated with the contracts. For more detail on administration of Contract Time, reference the following QRGs: [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times] and [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc Change Order Time Extension].

606.1 Guardrail

2024-10-31T13:37:25Z

Legged1: /* 606.1.3.2 End Terminals, Crash Cushions and Anchors */ typo

[[image:606.1 GUARDRAIL.jpg|right|450px]]

==606.1.1 Types of Guardrail==

===31 in. Midwest Guardrail System===
:'''MGS Guardrail 6 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.

:'''MGS Guardrail 8 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.

:'''MGS Double Faced Guardrail -''' double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''MGS Guardrail 6 ft. Post, 3 ft. 1-½ in. spacing -''' single W beam rail with 3 ft. 1-1/2 in. post spacing.

:'''MGS Guardrail 6 ft. Post, 1 ft. 6-¾ in. spacing -''' single W beam rail with 1 ft. 6-3/4 in. post spacing.

:'''MGS Long Span 6 ft. Posts –''' a single W beam rail system with modifications to omit certain posts at drainage culverts and small bridges.

===29 in. NCHRP 350 Guardrail System===
<html>
<a style="display:block" href="https://epg.modot.org/files/0/02/606.1.3.1_Guardrail_Length_of_Need_Calculator_Jul_2021.xlsx">
<div style="float: right; margin-top: 5px; margin-left: 5px; width:300px; background-color: #f5f5f5; border-radius:5px; padding: 0.3em; border: 1px solid #cccccc; text-align:left;">
<b><u><center>Guardrail Length of Need Calculator</center></u></b>
This file is not compatible with Microsoft Online. You will need to right-click on the link and save the file.
</div>
</a>
</html>

:'''Type A Guardrail''' - single W beam rail with 6 ft. 3 in. post spacing.

:'''Type B Guardrail''' - double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''Type D Guardrail''' - single W beam rail with 12 ft. 6 in. post spacing for use at end of road or street.

:'''Type E Guardrail''' - single thrie beam rail with 3 ft. 1-½ in. post spacing.

==606.1.2 Guardrail Terms==

'''Blockout –''' a spacer block to separate the guardrail beam from the post used on most types of guardrail.

'''Bullnose Guardrail System –''' an enclosed guardrail design that wraps a semi-rigid guardrail around a hazard.

'''End Anchor -''' a guardrail end device without a buffer end to develop the full strength of the rail system.

'''Embedded End Anchor -''' an end anchorage system for guardrail whereby the rail is embedded in a concrete block and buried in the backslope.

'''MASH 2016 –''' AASHTO ''Manual for Assessing Safety Hardware'' (2016), or newer.

'''MASH 2016 End Terminal –''' Crashworthy End Terminals that have been approved using the MASH 2016 testing requirements.

'''MGS Guardrail –''' Midwest Guardrail System (MGS) a non-proprietary MASH 2016 approved guardrail system.

'''Non-350 Guardrail -''' Existing guardrail that does not meet NCHRP 350 testing requirements. Existing Type A guardrail that is either less than 27 ¾ in. tall, uses steel blockouts, or uses blockouts that are less than 8 in. deep is considered to be Non-350 Guardrail.

'''Pre-350 End Terminal –''' Devices that have not been approved by NCHRP 350 test requirements. Examples include Breakaway Cable Terminals (BCT), MELT, Turn-down ends, concrete height transitions and any unprotected blunt ends.

'''Rock Face End Anchor -''' an end anchorage system for guardrail whereby the rail is bolted to a rock face.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|<center>'''Figures'''</center>
|-
|[[Media:606.1 Warrant for Median Barriers.pdf|Warrant for Median Barriers]]
|-
|<center>'''Videos'''</center>
|-
|These are very short video clips of guardrail crash tests conducted at the Midwest Roadside Safety Facility in Lincoln, Nebraska. The video image is very small (and typically located on the lower left of your screen) unless you click the video's enlarge button.
|-
|[[media:606.1 A successful pickup test, real time.wmv|A successful pickup test]]
|-
|[[media:606.1 A successful pickup test, slow motion.wmv|A successful pickup test, slow motion]]
|-
|[[media:606.1 Another successful pickup test, real time.wmv|Another successful pickup test]]
|-
|[[media:606.1 Another successful pickup test, rear view.wmv|Another successful pickup test, rear view]]
|-
|[[media:606.1 A successful car test.wmv|A successful car test]]
|-
|[[media:606.1 An unsuccessful pickup test.wmv|An unsuccessful pickup test]]
|-
|MoDOT cooperates with other states in the [http://www.mwrsf.unl.edu/About.htm Midwest State's Regional Pooled Fund Program] to develop and improve new and innovative safety devices.
|}

==606.1.3 Guardrail Systems==

Beam guardrail systems are shown in [https://www.modot.org/media/16856 Std. Plan 606.00] and other standard plans. Strong post W-beam guardrail (MGS, Type A and Type B) and thrie beam guardrail (Type E) are semirigid barriers used predominantly on roadsides. Installed correctly, W-beam laps the rail splices in the direction of the traffic flow, crashworthy end terminals are used and the rail is blocked away from the strong posts. Placement of curb at guardrail installations also requires careful consideration.

The Midwest Guardrail System (MGS) is mounted at a 31 in. rail height, requires blockouts that are 12 in. deep (measured from the rail to the post) and includes rail elements that are spliced between guardrail posts.

The MGS offers tolerance for future resurfacings. The MGS allows a 3 in. height tolerance from 31 in. to 28 in. without adjustment of the rail element.

===606.1.3.1 Guardrail Selection and Placement===
During the project development process, use the following guidance to determine the guardrail improvements for the project:

:* Use MGS for new runs of guardrail on all routes. When guardrail is installed along existing shoulders that are 4 ft. or wider, the shoulder width may be reduced by 4 in. to accommodate the 12 in. blockout. For shoulders narrower than 4 ft., long post MGS should be considered.

:* On major routes with existing guardrail height at or higher than 27 ¾ in., the guardrail may be used in place.

:* On major routes with existing guardrail height lower than 27 ¾ in., replace the run with MGS.
:::* For existing guardrail height lower than 27 ¾ in. within the limit of ramps, replace the run with MGS.
:::* Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be a judgment of the engineer of record.

:* On minor routes, existing runs of rail, in serviceable condition, may be left in place. Engineering judgment in accordance with AASHTO’s ''Roadside Design Guide'' and crash history should be used to evaluate guardrail needs for each project. Where future overlays are anticipated within the next ten years, use of MGS should be considered.

:* On minor routes where any portion of the guardrail run is repaired, moved or modified in any way, the following options are available based upon the height of rail:
:::* For existing runs with a rail height lower than 24 ¾ in., replace the run with MGS.
:::* For existing runs in serviceable condition with a rail height lower than 27 ¾ in. but as high or higher than 24 ¾ in., adjust the height to a minimum height of 27 ¾ in. or replace the run with MGS at 31 inches.
:::* Existing runs with rail height of 27 ¾ in. or greater can be used in place.

:* When it is necessary to replace more than 50% of an existing length of guardrail as a result of slides or extensive damage, the entire length of guardrail is to be removed and replaced with MGS at 31 inches.

:* Some 31 in. proprietary guardrail systems that do not incorporate the use of blockouts have been successfully crash-tested for MASH 2016. The use of this type of system may be appropriate for some applications. Contact the Design Division for further details.

:* Criteria for guardrail use on [[232.5 Freeways|outer roadways]] are the same as for other roads except for the shoulder side adjacent to a through lane. Guardrail is specified along outer roadways where the outer roadway is 10 ft. or more above the main roadway, and the shoulder of the outer roadway is less than 25 ft. from the top of the roadway backslope. Sometimes it is more economical to move the outer roadway back sufficiently to eliminate the requirement for guardrail. Guardrail along outer roadways is installed with the face of the rail toward the outer roadway. Double faced MGS may be required if the guardrail is within the limits of the clear zone for the through lanes.

'''Additional Guidance'''

:* The slope of the area between the edge of the shoulder and the face of the guardrail must be 1V:10H (10:1) or flatter. Do not place guardrail on a fill slope steeper than 1V:6H (6:1).

:* Shoulder cross slope may be adjusted during resurfacing in an attempt to use in place existing guardrail (in serviceable condition) that meets current design guidelines. The accepted range in cross-slope for shoulders is 2% to 6%. A tapered shoulder resurfacing to a minimum ½ in. thickness may be considered. A maximum of 8% algebraic difference in the slope of pavement and shoulder at the pavement edge is permitted. If the shoulder surfacing cannot be tapered to minimum thickness without exceeding the maximum cross slope, the shoulder resurfacing will be constructed to the minimum cross slope of 2% and the existing guardrail will be replaced with MGS at 31 inches.

:* On the high side of superelevated sections, place guardrail at the edge of shoulder prior to the slope break.

:* For guardrail installed at or near the shoulder, 2 ft. of shoulder widening behind the guardrail posts must be provided from the back of the post to the beginning of a fill slope. On existing roadways with less than 2 ft. behind the guardrail, Class III shaping slopes shall be used to widen the shoulder.

:* On projects where no roadway widening is proposed and the minimum 2 ft. shoulder widening behind the barrier is not practicable, the 8 ft. MGS long post design should be used. A cost analysis should be conducted to determine whether to add the 2 ft. shoulder widening or use 8 ft. MGS long post design. For fill slopes steeper than 1V:2H (2:1), the use of special designs are necessary. Contact the Design Division for further details.

:* MASH 2016 end terminals at 31 in. height will require a height and lateral transition for connection to existing non-MGS guardrail. The plans will need to include a 25 ft. MGS Transition Section between the MASH 2016 end terminal and the existing or modified guardrail.

:* Adjustment of guardrail height should be performed in accordance with the guidance provided in the [https://epg.modot.org/files/2/27/606_Adjusting_Low_Guradrail.pdf Assessment of Existing G4(1S) Strong Post Guardrail (Rail)]. The minimum guardrail height after adjusting/replacing blocks is 27 ¾ inches. If the 27 ¾ in. height will not be achieved, the guardrail must be replaced with MGS. A non-standard job special provision for height adjustment is available.

:* In areas of a roadway cut section, or where the road is transitioning from cut to fill, designers may consider the application of an embedded terminal. Often this can be accomplished by extending the guardrail beyond the length of need to tie the guardrail into the backslope. When properly designed and located, this type of anchor provides full shielding for the identified hazard, eliminates the possibility of an end-on impact with the terminal, and minimizes the likelihood of the vehicle passing behind the rail.

:* Any unconnected or unacceptably connected bridge approach guardrail is to be connected to the bridge by an acceptable transition design.

:* The use of curb in conjunction with guardrail is discouraged. When used in conjunction with MGS, an acceptable option is to place up to a 6 in. high curb at a maximum 6 in. offset outside the face of the rail at any posted speed. Where barrier curb is used, guardrail is placed with the guardrail face located at the face of the curb and the top of the rail is located 31 in. above the pavement elevation at the curb face. Where mountable curb is used, guardrail is placed with the face at the edge of the usable shoulder and the top of the rail is located 31 in. above the shoulder elevation. Where curb and gutter is used, guardrail is placed with the guardrail face at the face of curb and the top of the rail at 31 in. above the gutter flow line.

:* When an obstacle such as a culvert headwall is located close to the shoulder line, the MGS long-span section can be used to span up to 25 feet. When obstacles are to be marked with a [[903.17 Delineation and Object Markers|Type 3 Object Marker]], it shall be in accordance with [[903.17 Delineation and Object Markers#903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65)|EPG 903.17.4 Object Markers for Obstructions Adjacent to the Roadway]].

:* Guardrail should be used to protect traffic from non-breakaway signposts, sign trusses and bridge piers within the clear zone. Typical treatments are indicated in the standard plans. Bridge piers located close to the roadway are marked with a Type 2 Object Marker.

:* Guardrail is usually galvanized and has a silver color. It can also be provided in weathering steel that has a brown or rust color. Along Scenic Byways, at scenic overlooks, state highways through national forests, or other designated areas where aesthetic guardrail is needed, consider using weathering steel guardrail, colored terminals (powder-coated galvanized steel), colored steel posts (galvanized weathering steel or powder-coated galvanized steel) or wood posts to minimize the barrier’s visual impact. Funding for the increased cost of aesthetic guardrail should come from the local public agency or other outside sources. If a specific appearance is deemed appropriate in order to coordinate with existing facilities or some other aspect of the scenic location, the designer is to specify the system desired with a job special provision.

Guardrail details and typical locations for installation are shown in the standard plans. Guardrail is shown by proper legend on the plan sheets and the station location and quantities are tabulated on the 2B sheets. Quantities are tabulated in 12 ft. 6 in. increments. Curved sections of guardrail are to be installed on curves with a radius of 150 ft. or less. The plans specify the lengths of curved guardrail and the radius of curvature. Curved guardrail is not tabulated separately on the plans. Examples of [https://epg.modot.org/index.php?title=620.5_Delineators_%28MUTCD_Chapter_3F%29#620.5.5_Guardrail_Delineation guardrail delineation] and tabulation are shown in [https://epg.modot.org/files/0/0a/235_Sample_Preliminary_Plans.pdf Sample Plans].

'''Fill Slopes'''

Fill slopes can present a risk to an errant vehicle with the degree of severity dependent upon the slope and height of the fill. Providing fill slopes that are 1V:4H (4:1) or flatter can mitigate this condition. If flattening the slope is not feasible or cost-effective, the installation of a barrier might be appropriate. Figs. 5.1 through 5.3 in the ''AASHTO Roadside Design Guide'' provide guidelines to determine whether a fill slope constitutes a condition for which a barrier is a cost-effective mitigation. The curves are based on the severity indexes and represent the points where total costs associated with a traffic barrier are equal to the predicted cost of crashes over the service life for selected slope heights without traffic barrier. If the ADT and height of fill intersect on the “Barrier Considered” side of the embankment slope curve, then provide a barrier if flattening the slope is not feasible or cost-effective.

If the figure indicates that barrier is not recommended at an existing slope, that result is not justification for a deviation. For example, if the AADT is 4,000 and the embankment is 10 ft. tall, barrier might be cost-effective for a 1V:2H (2:1) slope, but not for a 1V:2.5H (2.5:1) slope. This process only addresses the potential risk of exposure to the slope. Obstacles on the slope can compound the condition. Where barrier is not cost-effective, use the recovery area formula to evaluate fixed objects on critical fill slopes shorter than 10 feet.

Guardrail is usually not used to protect traffic from headwalls located outside of the shoulder line of roadways without clear zones unless warranted by high fills. Exceptions include interstate safety modification projects where clear zones are not added and where it may not be economically feasible to extend a large box culvert to locate the headwall outside the clear zone point.

For routes under 400 AADT, guardrail for fill slopes is optional, however, good design judgment may require guardrail when conditions warrant.

'''Cut Slopes'''

A cut slope is usually less of a risk than a traffic barrier. The exception is a rock cut with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

Analyze the potential motorist risk and the benefits of treatment of rough rock cuts located within the Design Clear Zone. Conduct an individual investigation for each rock cut or group of rock cuts. A cost-effectiveness analysis that considers the consequences of doing nothing, removal, smoothing of the cut slope, and other viable options to reduce the severity of the condition can be used to determine the appropriate treatment. Some potential options are:

:* W-beam guardrail barrier
:* Concrete barrier.
<div id="Length of Need"></div>

'''Length of Need'''
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<a style="display:block" href="https://epg.modot.org/files/0/02/606.1.3.1_Guardrail_Length_of_Need_Calculator_Jul_2021.xlsx">
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<b><u><center>Guardrail Length of Need Calculator</center></u></b>
This file is not compatible with Microsoft Online. You will need to right-click on the link and save the file.
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The length of guardrail needed to shield a fixed feature (length of need) is dependent on the location and geometrics of the object, direction(s) of traffic, posted speed, traffic volume, and type and location of traffic barrier. The length of need and the flare rate of the guardrail shall be determined in accordance with the procedures contained in Sections 5.6.3 and 5.6.4 of the ''AASHTO Roadside Design Guide''. The general geometric data covering the length of need are illustrated on Figure 5.39 of the Roadside Design Guide.

Guardrail protection for fixed objects such as trees or utility poles may be necessary. If this protection is required, the protection is determined from the near lane on one-direction roadways and from both lanes on a two-direction roadway. Guardrail is warranted in advance of any fixed object located within the clear zone provided the object is potentially more damaging than the guardrail if struck by a vehicle and the object cannot be economically removed, relocated, or made crashworthy by means of breakaway type construction. When designing a barrier for a fill slope, the length of need begins at the point where the need for barrier is recommended.

When barrier is to be installed on the outside of a horizontal curve, the length of need can be determined graphically. For installations on the inside of a curve, determine the length of need as though it were straight. Also, consider the flare rate, barrier deflection, and barrier end treatment to be used.

When guardrail is placed in a median, consider the potential for impact from opposing traffic when conducting a length of need analysis. When guardrail is placed on either side of objects in the median, consider whether the trailing end of each run of guardrail will shield the leading end of the opposing guardrail. Shield the leading end when it is within the clear zone of opposing traffic. This is also a consideration for outer roads.

Before the actual length of need is determined, establish the lateral distance between the proposed barrier installation and the object shielded. Provide a distance that is greater than or equal to the anticipated deflection of the longitudinal barrier (See standard plans for barrier deflections). Place the barrier as far from the edge of the traveled way as possible while maintaining the deflection distance.

If the end of the length of need is near an adequate cut slope, extend the guardrail and embed it in the slope or attach it to a rock cut. Avoid gaps of 300 feet or less. Short gaps are acceptable when the guardrail is terminated in a cut slope. If the end of the length of need is near the end of an existing barrier, it is recommended that the barriers be connected to form a continuous barrier. Consider maintenance access issues when determining whether or not to connect barriers.

'''Barrier Deflections '''

Expect all barriers except rigid barriers (such as concrete bridge rails) to deflect when hit by an errant vehicle. The amount of deflection is primarily dependent on the stiffness of the system. However, vehicle speed, angle of impact, and weight also affect the amount of barrier deflection. For flexible and semirigid roadside barriers, the deflection distance is designed to help prevent the impacting vehicle from striking the object being shielded. For unrestrained rigid systems (unanchored precast concrete barrier), the deflection distance is designed to help prevent the barrier from being knocked over the side of a drop-off or steep fill slope (1V:2H [2:1] or steeper).

In median installations, design systems such that the anticipated deflection will not enter the lane of opposing traffic using deflection values that were determined from crash tests. When evaluating new barrier installations, consider the impacts where significant traffic closures are necessary to accomplish maintenance. Use a rigid system where deflection cannot be tolerated, such as in narrow medians or at the edge of bridge decks or other vertical drop-off areas. Runs of rigid concrete barrier can be cast in place or extruded with appropriate footings.

In some locations where deflection distance is limited, anchor precast concrete barrier. Unless the anchoring system has been designed to function as a rigid barrier, some movement can be expected and repairs may be more expensive. Use of an anchored or other deflecting barrier on top of a retaining wall without deflection distance provided requires approval from the Design Division.

Refer to Table 606.1.3.1 for barrier deflection design values when selecting a longitudinal barrier. The deflection distances for cable and guardrail are the minimum measurements from the face of the barrier to the fixed feature. The deflection distance for unanchored concrete barrier is the minimum measurement from the back edge of the barrier to the drop-off or slope break. The minimum offset to the obstacle can be eliminated completely by attaching the rail to the obstacle by use of a bridge anchor section.

<center>'''Table 606.1.3.1'''
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Barrier Type!! style="background:#BEBEBE" |System Type!! style="background:#BEBEBE" |Deflection
|-
|Cable barrier||Flexible|| Min. 8 ft.<br/>(face of barrier to object)
|-
|Type A guardrail||Semirigid|| 4 ft.<br/>(back of post to object)
|-
|Type E guardrail||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|MGS guardrail||Semirigid|| 2 ft. 6 in.<br/>(back of post to object)
|-
|MGS, 3’ 1 ½” post spacing||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|MGS, 1’ 6 ¾” post spacing||Semirigid|| 1 ft. 6 in.<br/>(back of post to object)
|-
|MGS guardrail, double faced||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|Permanent concrete barrier, unanchored||Rigid Unrestrained|| 3 ft.<sup>'''1'''</sup><br/>(back of barrier to object)
|-
|Temporary concrete barrier, unanchored||Rigid Unrestrained|| 2 ft.<sup>'''2'''</sup><br/>(back of barrier to object)
|-
|Precast concrete barrier, anchored||Rigid Anchored|| 6 in.<br/>(back of barrier to object)
|-
|Rigid concrete barrier||Rigid|| No deflection
|-
|colspan="3" align="left"|<sup>'''1'''</sup> When placed in front of 2:1 or flatter fill slope, the deflection distance can be reduced to 2 feet.
|-
|colspan="3" align="left"|<sup>'''2'''</sup> When used as temporary bridge rail, anchor all barrier within 3 feet of drop-off.
|}
</center>

===606.1.3.2 End Terminals, Crash Cushions and Anchors===

A guardrail anchor is needed at the end of a run of guardrail to develop tensile strength throughout its length. In addition, when the end of the barrier is subject to head-on impacts, an end treatment is needed. End treatments generally fall into two categories: end terminals and crash cushions.

Guardrail should be extended outside of the clear zone, or the guardrail end is to be embedded into an adjacent embankment or attached to a solid rock face to eliminate the need for a crashworthy end treatment. If these options are not practical, all approach ends of guardrail are provided with a crashworthy end treatment. All downstream ends on two-way roadways are provided with a crashworthy end treatment. Downstream ends on dual lane highways that are not within the clear zone of the opposing lanes need only be treated with end anchors. The plans are to indicate where a crashworthy end treatment is to be installed and a separate payment is made for each crashworthy end treatment.
<div id="During the project development process"></div>
During the project development process, use the following guidance to determine the guardrail improvements for your project.
:* Use MASH 2016 crashworthy end terminals for exposed ends of all new runs of guardrail on all routes.
:::* On dual lane facilities, guardrail end terminals are to be upgraded with MASH 2016 crashworthy end terminals in both directions even if the project covers only rehabilitation of the roadway in one direction.
:* On major routes, replace all existing Pre-350 and 350 end terminals with MASH crashworthy end terminals.
:::* Downstream Pre-350 and 350 end terminals outside of the major route clear zone may remain in place as long as the terminal provides sufficient anchorage to the guardrail system.
:::* End terminals within the limits of ramps will be upgraded to MASH 2016 crashworthy end terminals. Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be up to the judgment of the engineer of record.
:* On major routes, guardrail or concrete barrier blunt ends located on either side of a two-way roadway or on the guardrail approach end of dual lane facilities must be replaced with a MASH 2016 crashworthy end terminal even if the project covers only rehabilitation of the roadway in one direction.
:* Median Pier Protection: All undamaged bullnose systems may remain in place. Any Pre-350 and 350 end terminals (not protected by guard cable) and Non-350 Guardrail on median pier protection systems shall be replaced with MASH 2016 approved end terminals and MGS guardrail.
:* On minor routes, damaged end terminals shall be replaced with MASH 2016 crashworthy end terminals.
:* On minor routes, existing end terminals (in serviceable condition) may be left in place. Engineering judgment in accordance with AASHTO’s Roadside Design Guide and crash history should be used to determine guardrail improvements for each project.

'''Grading for New Roadway Construction.''' When an end terminal falls within the limits of an area that includes construction of a new roadbed, provide the needed embankment (cut/fill) quantities to construct the Standard Grading Limits shown in [https://www.modot.org/media/16869 Standard Plan 606.81] and include that volume in the model. Indicate in the Summary of Quantities for Crashworthy End Terminals that “Standard Grading Limits” are required and that payment is included in the embankment quantities.

See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading. On projects without earthwork pay items, Class III shaping slopes shall be used to provide the flat recovery area.

'''Grading for Existing Roadbeds.''' When end terminals are to be installed on an existing roadway, an evaluation of each location should be made to determine if an existing platform is already in place that meets the Standard Grading Limits shown in [https://www.modot.org/media/16869 Std. Plan 606.81]. If a sufficient platform does exist, indicate in the Summary of Quantities for Crashworthy End Terminals that no grading is necessary.

If an existing platform does not exist, or is insufficient, evaluate the existing terrain and determine whether the Standard Grading Limits can reasonably be constructed with Shaping Slopes Class III without creating an excessively steep in-slope or blocking the ditch with fill (that is, project scope generally does not include purchasing new right of way and/or making significant alterations to the existing in-slopes/back-slopes/ditches). For most existing locations, retrofitting the terrain to meet the Standard Grading Limits is not feasible, but if it is, indicate in the Summary of Quantities for Crashworthy End Terminals that Standard Grading Limits are required and include the necessary quantities for Shaping Slopes Class III.

If it is not practical to construct the Standard Grading Limits but Alternate Grading Limits can reasonably be constructed, indicate in the Summary of Quantities for Crashworthy End Terminals that “Alternate Grading Limits” are required and include the necessary quantities for Shaping Slopes Class III. This is the most common option for existing roadways.

Shaping Slopes Class III should not be used if the existing terrain requires significant quantities of fill. When significant grading is required, other grading pay items should be used with specific volumetric quantities to provide the flat recovery area.

If the existing terrain is such that Alternate Grading Limits cannot be reasonably constructed within the project scope, a design exception may be necessary.

See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading.

'''Bridge End Treatment'''

Guardrail is placed at bridge ends in accordance with typical locations shown in the standard plans on most routes. When the bridge end is shielded with guardrail, crashworthy end terminals are provided.

On certain low-volume highways throughout the state, bridge ends may be delineated in lieu of shielding. This option is viable where the operating speed is less than 60 mph and the design AADT is 400 or fewer vehicles per day. The delineation-only option is primarily governed by the parameters of speed and volume. Irrespective of any values for these parameters, however, the use of delineation-only is prohibited on Major Routes as well as the National Highway System (NHS).

Use of the delineation-only option is not recommended on bridge ends in areas of poor geometry (horizontal alignment, vertical alignment, sight distance, etc.). Nor is it recommended in areas with a crash history (as calculated between two points at least 0.25 miles from either approach) in excess of the statewide average for similar road. If further analysis of either of these situations proves the delineation option to be viable, then a design exception should be obtained for its use.

Additionally, the delineation-only option should be limited to those bridge replacements or rehabilitations where the existing structure was unshielded or the existing roadway template cannot reasonably accommodate the installation of guardrail.

Guardrail is not generally used to protect traffic from the ends of bridges carrying a crossroad or street over the through lanes in developed areas where speed controls exist or sidewalks are provided. If however, at ends of such bridges the roadway is in a high fill or has sharp curvature, guardrail may be considered.

'''Embedded and Rock Face Terminals'''

An embedded terminal is designed to terminate the guardrail by burying the end in a backslope. The embedded terminal is the preferred terminal because it eliminates the exposed end of the guardrail. The embedded terminal uses a concrete block anchor or embedded steel post to develop the tensile strength in the guardrail. The backslope needed to install an embedded terminal is to be 1V:3H (3:1) or steeper and at least 4 ft. above the roadway. The entire embedded terminal can be used within the length of need for backslopes of 1V:1H (1:1) or steeper if the barrier remains at full height in relation to the roadway shoulder to the point where the barrier enters the backslope. For backslopes between 1V:1H (1:1) and 1V:3H (3:1), design the length of need beginning at the point where the W-beam remains at full height in relation to the roadway shoulder usually beginning at the point where the barrier crosses the ditch line. If the backslope is flatter than 1:1, provide a minimum 20-ft. wide by 75 ft. long distance behind the barrier and between the beginning length of need point at the terminal end to the mitigated object to be protected.

For new installations, flare the guardrail to the foreslope/backslope intersection using a flare rate that meets the criteria in [https://www.modot.org/media/16860 Standard Plan 606.30] and or [https://www.modot.org/media/16868 Standard Plan 606.80]. Provide a 1V:4H (4:1) or flatter foreslope into the face of the guardrail and maintain the full guardrail height to the foreslope/backslope intersection in relation to a 1V:10H (10:1) line extending from edge of shoulder breakpoint.

For rock cuts with a smooth face, a rock face guardrail anchor is the preferred terminal. This option should not be used on rock cuts with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

'''Crashworthy End Terminals and Crash Cushions'''

If an embedded terminal or rock face anchor cannot be installed, consider installing a crashworthy end terminal and/or crash cushion. Crashworthy end terminals and crash cushions are devices used to provide an acceptable level of safety to the end of a roadside barrier or fixed object. Such treatment is required because of the serious consequences that may result from a vehicle impacting an unprotected barrier or object. An unprotected barrier or object can cause an impacting vehicle to abruptly stop, become unstable or roll; it can even penetrate the passenger compartment, all of which increase the risk of injury to the vehicle’s occupants.

End terminals or crash cushions that have met the safety requirements contained in MASH 2016 are deemed crashworthy and must be listed as eligible for use on the [https://epg.modot.org/index.php/Category:123_Federal-Aid_Highway_Program#123.1.1_FHWA_Oversight_-_National_Highway_System NHS] by FHWA. MoDOT then reviews these items and makes a determination of their use on Missouri’s state-owned roadways. Refer to [http://www.modot.org/business/standards_and_specs/endterminals.htm MoDOT’s End Terminals, Crash Cushions and Barrier Systems website] for more information on approved crashworthy end terminals.

While crashworthy end terminals do not require an offset at the end, a flare is recommended so the end piece does not protrude into the shoulder. These terminals may have a 2 ft. offset to the first post. Four feet of widening is needed at the end posts to properly anchor the system. When widening includes an embankment, fill material will be necessary for optimum terminal performance. (See Standard Plan 606.30 for widening details.) When the entire barrier run is located farther than 12 ft. beyond the shoulder break point and the slopes are greater than 1V:10H (10:1) and 1V:6H (6:1) or flatter, additional embankment at the terminal is not needed. Crashworthy end terminals located within 10 ft. of the edgeline will be delineated with a Type 3 Modified Object Marker.

Currently, there is not a MASH 2016 approved flared-end terminal system. However, if a flared-end terminal is needed, there are NCRHP 350 systems available. These designs include an anchor for developing the tensile strength of the guardrail. The length of need begins at the third post for two approved flared terminals. When a flared terminal is specified, it is critical the embankment quantity also be specified so the area around the terminal can be constructed as shown in the standard plans.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="340px" align="right"
|-
|align="center"|'''Additional information on crashworthy end terminals and internet links to approved terminals'''
|-
|align="center"|[https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems MoDOT's end terminal website]
|-
|align="center"|[[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block|EPG 1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block]]
|}
There are five distinct types of end terminals and crash cushions; Type A, B, C, D and E. This classification aids in the designers’ selection of the appropriate treatment for a given context. It is important to note each of these treatments reduces driver risk to equally acceptable levels and the classifications are based merely on the benefit/cost associated with replacement or repair.

Each type is classified as follows:

'''End Terminals'''

'''Type A.''' Type A end terminals are treatments used for one-sided barriers such as roadside guardrail or roadside concrete barrier. These devices can also be used on one-sided barriers in [[231.1 Median Width|the median]], provided sufficient clear space is available behind the system to allow opposite direction traffic to recover from an errant path.

'''Crash Cushions'''

'''Type B.''' Type B crash cushions are end treatments used for double-sided barriers, most often in the median. These devices can safely be impacted from several angles including the opposite direction. Type B crash cushions cannot be installed in paved surface locations unless the installation is temporary and the paved area will be resurfaced after the system’s removal.
[[image:606.3.2 Type C.jpg|left|225px||thumb|<center>'''A Type C Crash Cushion'''</center>]]
'''Type C.''' Type C crash cushions are an end treatment used for double-sided barriers, in gore areas and in the median. Like the Type B, this device can safely be impacted from several angles usually ranging from head-on to the opposite direction. Type C crash cushions, however, may be installed in both paved and unpaved surface locations, but must be installed on an asphalt or concrete pad in non-paved areas. After impact, these crash cushions are usually damaged beyond repair and as such, should be used only in areas where low, annual-impact frequencies are expected.

'''Type D.''' Type D crash cushions have all of the installation and performance parameters of the Type C, but must be at least 80% reusable and have the ability to be reset manually with a moderate amount of repair. Type D crash cushions should be used in gore areas or medians with moderate traffic volumes and where high-impact frequencies are expected.

'''Type E.''' Type E crash cushions have all of the installation and performance parameters of the Type C but must have the ability to reset with little or no manual intervention and have an average cost of repair under $250 per event. Type E crash cushions should be used in gore areas or medians with high traffic volumes and where high-impact frequencies are expected.

Use the following decision matrix to help determine the appropriate end treatment for a given context, not to determine whether or not a barrier or object should be protected. The expected crashes per year are on an average basis:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|End Treatment Decision Matrix
|-
!colspan="2"|One-Sided Protection Required!!colspan="6"|Two-Sided Protection Required
|-
|rowspan="2"|Non-traversable Terrain Beyond the Terminal||rowspan="2"|Traversable Terrain Beyond the Terminal||colspan="2"|Fewer than 0.5 Crashes Per Year Expected||colspan="4"|0.5 or More Crashes Per Year Expected
|-
|Unpaved||Paved or Unpaved||Major ADT <75,000||Minor ADT <30,000||Major ADT ≥75,000||Minor ADT ≥30,000
|-
|Type A (energy absorbing)||Type A (non-energy absorbing)||Type B||Type C||colspan="2"|Type D||colspan="2"|Type E
|}

Sand barrels are a crash cushioning system most often used to shield fixed objects that cannot be removed or relocated. Sand barrels are recommended for temporary usage such as in work zones. Conduct a benefit/cost analysis before sand barrels are installed in a permanent application and consult with Maintenance staff. For more information, refer to [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]].

'''Other Anchor Applications'''

End anchors are used to develop the tensile strength of the guardrail at the end of guardrail runs where a crashworthy end terminal is not needed.

====606.1.3.2.1 Crashworthy End Terminals with Curb====
When curb is present in front of and parallel to a crashworthy end terminal (CET), the potential exists the CET will not perform as designed (i.e. will not redirect the vehicle). When installing CETs, for new construction and roadway upgrades, the need for the curb and the curb height at the location of the CET shall be considered. See [[:Category:749 Hydrologic Analysis|EPG 749 Hydrologic Analysis]] and [[640.1 Pavement Drainage|EPG 640.1 Pavement Drainage]] to calculate the drainage needs in and around CETs. Gutters might be able to be spread out or curb heights reduced in the vicinity of the CET while still accommodating drainage needs and the installation of the CET. Drainage calculations shall be documented in eProjects.

When curb is present in front of and parallel to the CET, the project file should have documentation regarding the design selected and considered in the following priority order:
:1. Eliminate the curb or do not install new curb for the entire length of the CET with an additional 30’-50’ of curb removed upstream of the CET.
:2. Reduce the curb or install new curb to a height of two (2) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.
:3. Reduce the curb or install new curb to a height of four (4) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.

If a two-inch curb is not adequate for the drainage needs, a four-inch curb may be installed but is the maximum curb height allowed when installing a CET.

===606.1.3.3 Transitions and Connections===

When there is an abrupt change from one barrier type to a more rigid barrier type, a vehicle hitting the more flexible barrier is likely to be caught in the deflected barrier pocket and directed into the more rigid barrier. This is commonly referred to as “pocketing.” A transition stiffens the more flexible barrier by decreasing the post spacing, increasing the post size, and using stiffer beam elements to eliminate the possibility of pocketing. A transition is needed when connecting guardrail to a more rigid barrier or a structure, or when a rigid object is within the deflection distance of the barrier.

'''Bridge Connections'''

Guardrail is placed at bridge ends in accordance with typical locations shown in the standard plans. Guardrail placed for bridge end protection is anchored to the bridge end by a vertical barrier transition section. Existing bridge end connections that do not conform to current standards are to be considered for replacement or modification. In order to determine the appropriate solution for the specific non-standard bridge end connection, the Bridge Division Liaison Engineer is to be consulted. Where guardrail at the downstream end of a one-way bridge is necessary because of a high fill or other condition, the guardrail is connected to the vertical transition section.

The post spacing for MGS vertical bridge transitions varies from the previous bridge transition sections for Type A guardrail. If an existing bridge anchor section is replaced, an evaluation of the impact to drain basins should be conducted.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|<center>'''Additional Information'''</center>
|-
|align="center"|[[751.1 Preliminary Design#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] Table
|}

===606.1.3.4 Median Barrier Selection and Placement ===

The most desirable barrier installation uses the most flexible system appropriate for the location and one that is placed as far from the traveled way as practicable. Good engineering judgment is called for in determining the appropriate placement of barrier systems. Solutions may need to be arrived at while considering competing factors such as crash frequency and severity. As discussed previously, performance of the system relies on the interaction of the vehicle, driver and system design at any given location. Additionally, the ability to access the system for maintenance and the need for access across the barrier play into the final decision.

With median barriers, the deflection characteristics and placement of the barrier for a traveled way in one direction can have an impact on the traveled way in the opposing direction. In addition, the median slopes and environmental issues often influence the type of barrier that is appropriate.

In narrow medians, avoid placement of barrier where the design deflection extends into oncoming traffic. Narrow medians provide little space for maintenance crews to repair or reposition the barrier. Therefore, avoid installing deflecting barriers in medians that provide less than 8 ft. from the edge of the traveled way to the face of the barrier.

In wider medians, the selection of barrier might depend on the slopes in the median. At locations where the median slopes are relatively flat (1V:10H [10:1] or flatter), unrestrained precast concrete barrier, beam guardrail and cable barrier can be used depending on the available deflection distance. At these locations, position the barrier as close to the center as possible so that the recovery distance can be maximized for both directions. There may be a need to offset the barrier from the flow line to avoid impacts to the drainage flow.

In general, cable barrier is recommended with medians that are 30 ft. wide or wider. However, cable barrier may be appropriate for narrower medians if adequate deflection distance exists. Refer to [[606.2 Guard Cable#606.2.3 Design and Installation Guidelines|EPG 606.2.3 Design and Installation Guidelines]] for design and installation guidelines for cable barriers. Do not use concrete barrier at locations where the foreslope into the face of the barrier is steeper than 1V:10H (10:1).

At locations where the roadways are on independent alignments and there is a difference in elevation between the roadways, the slope from the upper roadway might be steeper than 1V:6H (6:1). In these locations, position the median barrier along the upper roadway and provide deflection and offset distance as discussed previously. Barrier is generally not needed along the lower roadway except where there are fixed features in the median. When W-beam barrier is placed in a median as a countermeasure for cross-median crashes, design the barrier to be struck from either direction of travel. For example, the installation of beam guardrail might be double-sided.

Guardrail may be specified [[231.1 Median Width|in medians]] to provide a positive barrier. Guardrail may also be specified to convert an existing raised curb median to a barrier median provided the top of the MGS guardrail is placed 31 in. above the pavement elevation at the curb face. Double faced MGS guardrail may be used on a raised median width of 2 ft. back-to-back. For greater widths, two single lines of MGS guardrail will be required.
[[image:606.1 Warrants for Median Barriers English.jpg|left|thumb|<center>'''Warrant for Median Barriers'''</center>|605px]]
For medians of variable widths, a detail in the standard plans provides for transition from single faced to double faced guardrail. Crashworthy end terminals are added only at the beginning and ending of a total run of guardrail and not at each break caused by intersections and median openings. Breaks caused by intersections and median openings will be closed by means of a crashworthy special end treatment.

Double faced MGS guardrail can be used on a flush median, as shown in the figure below. Double faced MGS guardrail is to be used where a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). The concrete barrier is generally limited to the high volume roadways with narrow width medians.

'''Bullnose Guardrail System'''
[[image:606.1.3.3.jpg|right|280px]]
The bullnose guardrail system may be used in the medians of expressways or freeways to shield drivers from hazards, such as bridge piers and other obstacles. It is not a crashworthy end terminal, but is rather a non-gating barrier principally constructed of Type E guardrail. As long as the median’s vertical differences are minimal or can be minimized through grading, the bullnose guardrail system is an appropriate treatment for new construction. This system requires at least 15 ft. of median width for its construction. The bullnose guardrail system is not to be erected between twin bridges. Alternatives are available for twin bridge protection in [https://www.modot.org/media/16857 Standard Plan 606.01]. Consult [https://www.modot.org/media/16860 Standard Plan 606.30] for grading requirements and other important details.

===606.1.3.5 Closures of Existing Streets, Roads, Bridges or Non-Traversable Roads===

====606.1.3.5.1 Closures of Existing Streets and Roads====
When closing a street or road, use either Type 4 Object Markers only or a combination of Type 4 Object Markers and Type D guardrail as shown in Figs. 606.1.3.5.1.1 and 606.1.3.5.1.2. Where no hazard exists beyond the end of the closed street or road for a reasonable distance, Type 4 Object Markers are sufficient for delineation. Where a hazard exists beyond the end of the closed street or road that is considered equal to or greater than that created by the use of guardrail (for example a removed bridge or culvert, or a structurally deficient bridge), a combination of both Type 4 Object Markers and Type D guardrail is specified. Refer to [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

[[image:606.1.3.10.1.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="345" valign="top"|<center>'''Fig. 606.1.3.5.1.1, Type 4 Object Markers'''</center>||width="355"|<center>'''Fig. 606.1.3.5.1.2, Type 4 Object Markers<br/>with Type D Guardrail</center>'''
|}

Additional emphasis of a sign barricade may be required for horizontal and vertical alignment of the roadway and at tee intersections as shown in Fig. 606.1.3.5.1.3. Location and installation guidelines for sign barricades are located in [[903.6 Warning Signs#903.6.53 Sign Barricades (MUTCD Section 2B.67)|EPG 903.6.53 Sign Barricades]], and [https://www.modot.org/media/16920 Standard Plan 903.02 Highway Signing Structure Signs].

[[image:606.1.3.10.3.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.1.3, Sign Barricade with Type 4 Object Markers'''</center>
|}

====606.1.3.5.2 Closure of Existing Bridges or Non-Traversable Roads====
Bridges and roadways may be closed to the traveling public due to natural aging process of the structure, weather damage (ex. flooding), bridge/roadway slides, etc.

Restoration of the bridges and roadways may be delayed due to scheduling constraints or budget costs of projects. District personnel and Central Office Bridge Division personnel should discuss the schedule to repair the bridge. District personnel and Central Office Construction/Material Geotechnical personnel should discuss the schedule to repair the roadway. Based on the repair schedule, the district will determine the type of closure needed for the bridge or roadway.

For bridge and/or roadway closures, bridge/roadways shall be closed according to [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|typical application]] EPG 616.8.8 (TA-8) Highway Closure – MT, EPG 616.8.8 (TA-8) Highway Closure – DE/CM, EPG 616.8.8a (TA-8a) Closure of Existing Bridges or Non-Traversable Roads, [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

Figs. 606.1.3.5.2.1 and 606.1.3.5.2.2 are examples of the recommended installation of the bridge/roadway closures based on EPG 616.8.8a Closure of Existing Bridges or Non-Traversable Roads.

For less than one month closure duration, the district may use Type 3 barricades as shown in Fig. 606.1.3.5.2.1.

For six-month closure durations, the district may use Type 3 barricades and temporary concrete traffic barriers as shown in Picture 5. As shown in typical application EPG 616.8.8a, the temporary concrete traffic barriers should have red reflective sheeting across the face of the barrier.

[[image:606.1.3.10.2.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="335" valign="top"|<center>'''Fig. 606.1.3.5.2.1, Bridge Closure with Type 3 Barricades'''</center>||width="365"|<center>'''Fig. 606.1.3.5.2.2, Bridge Closure with <br/>Type 3 Barricades and Temporary Barriers</center>'''
|}

For longer closure durations, the district may use Type D guardrail and Type 4 object markers as shown in Fig. 606.1.3.5.2.3.

[[image:606.1.3.10.2.2.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.2.3, Bridge Closure with Type<br/>D Guardrail and Type 4 Object Markers'''</center>
|}

When closing bridges and/or roadway, the more temporary devices used will require additional attention compared to permanent devices.

==606.1.4 Maintenance Planning Guidelines for Guardrail==

'''Printable''' [https://epg.modot.org/forms/general_files/MT/R227_update-guardrails.pdf '''Maintenance Planning Guideline for Guardrail'''].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

[[image:616.1.4.jpg|center|1075px]]

[[Category:606 Guardrail and Guard Cable]]

Job Special Provisions

2024-10-24T13:42:28Z

Legged1: /* */

<div id="JSP-Provision"></div>
=== ===
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01A || 10/10/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05 || 8/19/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In the Work Zone || For use on projects which will include work zone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2407.docx JSP2407] || Optional Base Widening || This provision is to be used for pavement widening when there are no preferences of pavement type, and the final surface is to be overlaid. || JSP-24-07 || 9/23/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 3/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01EE || 10/15/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04A || 10/15/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

=== ===
<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}
=== ===
<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|}

Job Special Provisions

2024-10-01T21:30:04Z

Legged1: /* */ Updated JSP1801

<div id="JSP-Provision"></div>
=== ===
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05 || 8/19/2024 || 01/01/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In the Work Zone || For use on projects which will include work zone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01DD || 9/30/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

=== ===
<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}
=== ===
<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|}

903.17 Delineation and Object Markers

2024-09-26T20:30:23Z

Legged1: /* 903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65) */ Clarification per HST email

[[image:903.15.1 Channel Post Delineator.jpg|right|250px|thumb|<center>'''Channel Post Delineator'''</center>]]
==903.17.1 Delineators==

'''Support.''' Refer to [https://www.modot.org/media/16921 Standard Plan 903.03] for delineator placement and use. Refer to [[620.5 Delineators (MUTCD Chapter 3F)|EPG 620.5]] for more information on delineators.

Delineators are placed on all divided highways, expressways, non-interstate freeways and interchanges. It is not necessary to spot each delineator on the sign location plan, unless the geometrics are unusual, and placement is not readily apparent when referencing the standard plans. Totals are estimated and shown on [https://www.modot.org/d-sheets Form D-29].

==903.17.2 Object Marker Design and Placement Height ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.63)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.2 OM22a.jpg|center|60px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.2 OM43 2015a.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]
|}

Object markers are used to mark obstructions within or adjacent to the roadway. They are normally mounted 4 ft. above the travelway to the bottom of the sign.

Type 1, 2 and 3 object markers are used to mark obstructions within or adjacent to the roadway. Type 4 object markers are used to mark the end of a roadway.

'''Standard.''' When used, object markers shall not have a border and shall consist of:

:Type 1 – an 18 in. x 18 in. diamond-shape consisting of an all-yellow retroreflective sign (OM1-3).

:Type 2 – a 6 in. x 12 in. rectangle shape consisting of an all-yellow retroreflective sign (OM2-2) installed in a horizontal or vertical orientation.

:Type 3 – a 12 in. x 36 in. vertical rectangle shape consisting of a yellow retroreflective sign with black stripes (OM3-L or OM3-R) with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees. The minimum width of the yellow and black stripes shall be 3 inches.

:Type 4 – an 18 in. x 18 in. diamond-shape consisting of an all-red retroreflective sign (OM4-3).

'''Support.''' Type 3 object markers with stripes that begin at the upper right side and slope downward to the lower left side are designated as right object markers (OM3-R). Object markers with stripes that begin at the upper left side and slope downward to the lower right side are designated as left object markers (OM3-L).

'''Guidance.''' When used for marking obstructions within the roadway or obstructions that are 8 ft. or less from the shoulder or curb, the minimum mounting height, measured from the bottom of the object marker to the elevation of the near edge of the traveled way, should be 4 feet.

Object markers should not present a vertical or horizontal clearance obstacle for pedestrians.

'''Option.''' When object markers or markings are applied to an obstruction that by its nature requires a lower or higher mounting, the vertical mounting height may vary according to need. See [[media:903.17.4.1.jpg|Fig. 903.17.4.1]] for an example of lowered mounting height.

==903.17.3 Object Markers for Obstructions Within the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.64)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.3 OM1-1.jpg|center|80px|thumb|<center>'''OM1-3'''</center>]]||[[image:903.18.3 OM3L 2015a.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.3 OM1-3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Standard.''' Obstructions within the roadway shall be marked with a Type 1 or Type 3 object marker. In addition to markers on the face of the obstruction, warning of approach to the obstruction shall be given by appropriate pavement markings.

'''Option.''' To provide additional emphasis, a Type 1 or Type 3 object marker may be installed at or near the approach end of a median island.

To provide additional emphasis, large surfaces such as bridge piers may be painted with diagonal stripes, 12 in. or wider, similar in design to the Type 3 object marker.

'''Standard.''' The alternating black and retroreflective yellow stripes (OM3-L, OM3-R) shall be sloped down at an angle of 45 degrees toward the side on which traffic is to pass the obstruction.

'''Option.''' Appropriate signs directing traffic to one or both sides of the obstruction may be used instead of the object marker.

==903.17.4 Object Markers for Obstructions Adjacent to the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.65)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.4 OM2-1.jpg|center|70px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.4 OM3L.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.4 OM3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Support.''' Obstructions not actually within the roadway are sometimes so close to the edge of the road that they need a marker. These include underpass piers, bridge abutments, handrails, ends of traffic barriers, utility poles, and culvert headwalls. In other cases there might not be a physical object involved, but other roadside conditions exist, such as narrow shoulders, drop-offs, gores, small islands, and abrupt changes in the roadway alignment, that might make it undesirable for a road user to leave the roadway, and therefore would create a need for a marker.

'''Standard.''' Type 3 object markers shall be used to mark all obstructions within 3 feet of the edge of the travel lane or edge of the shoulder when shoulders are present (paved or aggregate). Type 3 object markers are not used to mark obstructions located beyond 8 feet of the edge of the travel lane or edge of the shoulder. See Fig. 903.17.4.1 and Fig. 903.17.4.2 for standard applications of Type 3 object markers.

'''Option.''' Type 3 object markers may be used to mark obstructions located within 3 feet to 8 feet of the edge of the travel lane or edge of the shoulder based on engineering judgment.

[[image:903.17.4.1.jpg|center|800px]]

[[image:903.17.4.2.jpg|center|800px]]

'''Standard.''' If a Type 2 or Type 3 object marker is used to mark an obstruction adjacent to the roadway, the edge of the object marker that is closest to the road user shall be installed in line with the closest edge of the obstruction.

Where Type 3 object markers are applied to the approach ends of guardrail and other roadside appurtenances, sheeting without a substrate shall be directly affixed to the approach end of the guardrail in a rectangular shape conforming to the size of the approach end of the guardrail with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees toward the side of the obstruction on which traffic is to pass.

Type 1 and Type 4 object markers shall not be used to mark obstructions adjacent to the roadway.

'''Guidance.''' Standard warning signs should also be used where applicable.

==903.17.5 Object Markers for Ends of Roadways ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.66)==

[[image:903.18.5 OM4-1.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]

'''Support.''' The Type 4 object marker is used to warn and alert road users of the end of a roadway in other than construction or maintenance areas.

'''Standard.''' If object markers are used to mark the end of a roadway, four Type 4 object marker shall be used. See [https://www.modot.org/media/16921 Standard Plan 903.03] for installation details.

'''Option.''' The Type 4 object marker may be used in instances where there are no alternate vehicular paths.

'''Standard.''' The minimum mounting height, measured vertically from the bottom of a Type 4 object marker to the elevation of the near edge of the traveled way, shall be 4 feet.

'''Guidance.''' Appropriate advance warning signs should be used.

[[Category:903 Highway Signing]]

903.17 Delineation and Object Markers

2024-09-26T20:29:26Z

Legged1: /* 903.17.2 Object Marker Design and Placement Height (MUTCD Section 2C.63) */ Clarification per HST email

[[image:903.15.1 Channel Post Delineator.jpg|right|250px|thumb|<center>'''Channel Post Delineator'''</center>]]
==903.17.1 Delineators==

'''Support.''' Refer to [https://www.modot.org/media/16921 Standard Plan 903.03] for delineator placement and use. Refer to [[620.5 Delineators (MUTCD Chapter 3F)|EPG 620.5]] for more information on delineators.

Delineators are placed on all divided highways, expressways, non-interstate freeways and interchanges. It is not necessary to spot each delineator on the sign location plan, unless the geometrics are unusual, and placement is not readily apparent when referencing the standard plans. Totals are estimated and shown on [https://www.modot.org/d-sheets Form D-29].

==903.17.2 Object Marker Design and Placement Height ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.63)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.2 OM22a.jpg|center|60px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.2 OM43 2015a.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]
|}

Object markers are used to mark obstructions within or adjacent to the roadway. They are normally mounted 4 ft. above the travelway to the bottom of the sign.

Type 1, 2 and 3 object markers are used to mark obstructions within or adjacent to the roadway. Type 4 object markers are used to mark the end of a roadway.

'''Standard.''' When used, object markers shall not have a border and shall consist of:

:Type 1 – an 18 in. x 18 in. diamond-shape consisting of an all-yellow retroreflective sign (OM1-3).

:Type 2 – a 6 in. x 12 in. rectangle shape consisting of an all-yellow retroreflective sign (OM2-2) installed in a horizontal or vertical orientation.

:Type 3 – a 12 in. x 36 in. vertical rectangle shape consisting of a yellow retroreflective sign with black stripes (OM3-L or OM3-R) with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees. The minimum width of the yellow and black stripes shall be 3 inches.

:Type 4 – an 18 in. x 18 in. diamond-shape consisting of an all-red retroreflective sign (OM4-3).

'''Support.''' Type 3 object markers with stripes that begin at the upper right side and slope downward to the lower left side are designated as right object markers (OM3-R). Object markers with stripes that begin at the upper left side and slope downward to the lower right side are designated as left object markers (OM3-L).

'''Guidance.''' When used for marking obstructions within the roadway or obstructions that are 8 ft. or less from the shoulder or curb, the minimum mounting height, measured from the bottom of the object marker to the elevation of the near edge of the traveled way, should be 4 feet.

Object markers should not present a vertical or horizontal clearance obstacle for pedestrians.

'''Option.''' When object markers or markings are applied to an obstruction that by its nature requires a lower or higher mounting, the vertical mounting height may vary according to need. See [[media:903.17.4.1.jpg|Fig. 903.17.4.1]] for an example of lowered mounting height.

==903.17.3 Object Markers for Obstructions Within the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.64)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.3 OM1-1.jpg|center|80px|thumb|<center>'''OM1-3'''</center>]]||[[image:903.18.3 OM3L 2015a.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.3 OM1-3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Standard.''' Obstructions within the roadway shall be marked with a Type 1 or Type 3 object marker. In addition to markers on the face of the obstruction, warning of approach to the obstruction shall be given by appropriate pavement markings.

'''Option.''' To provide additional emphasis, a Type 1 or Type 3 object marker may be installed at or near the approach end of a median island.

To provide additional emphasis, large surfaces such as bridge piers may be painted with diagonal stripes, 12 in. or wider, similar in design to the Type 3 object marker.

'''Standard.''' The alternating black and retroreflective yellow stripes (OM3-L, OM3-R) shall be sloped down at an angle of 45 degrees toward the side on which traffic is to pass the obstruction.

'''Option.''' Appropriate signs directing traffic to one or both sides of the obstruction may be used instead of the object marker.

==903.17.4 Object Markers for Obstructions Adjacent to the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.65)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.4 OM2-1.jpg|center|70px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.4 OM3L.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.4 OM3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Support.''' Obstructions not actually within the roadway are sometimes so close to the edge of the road that they need a marker. These include underpass piers, bridge abutments, handrails, ends of traffic barriers, utility poles, and culvert headwalls. In other cases there might not be a physical object involved, but other roadside conditions exist, such as narrow shoulders, drop-offs, gores, small islands, and abrupt changes in the roadway alignment, that might make it undesirable for a road user to leave the roadway, and therefore would create a need for a marker.

'''Standard.''' Type 3 object markers shall be used to mark all obstructions within 3 feet of the edge of the travel lane or edge of the edge of the shoulder when shoulders are present (paved or aggregate). Type 3 object markers are not used to mark obstructions located beyond 8 feet of the edge of the travel lane or edge of the edge of the shoulder. See Fig. 903.17.4.1 and Fig. 903.17.4.2 for standard applications of Type 3 object markers.

'''Option.''' Type 3 object markers may be used to mark obstructions located within 3 feet to 8 feet of the edge of the travel lane or edge of the edge of the shoulder based on engineering judgment.

[[image:903.17.4.1.jpg|center|800px]]

[[image:903.17.4.2.jpg|center|800px]]

'''Standard.''' If a Type 2 or Type 3 object marker is used to mark an obstruction adjacent to the roadway, the edge of the object marker that is closest to the road user shall be installed in line with the closest edge of the obstruction.

Where Type 3 object markers are applied to the approach ends of guardrail and other roadside appurtenances, sheeting without a substrate shall be directly affixed to the approach end of the guardrail in a rectangular shape conforming to the size of the approach end of the guardrail with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees toward the side of the obstruction on which traffic is to pass.

Type 1 and Type 4 object markers shall not be used to mark obstructions adjacent to the roadway.

'''Guidance.''' Standard warning signs should also be used where applicable.

==903.17.5 Object Markers for Ends of Roadways ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.66)==

[[image:903.18.5 OM4-1.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]

'''Support.''' The Type 4 object marker is used to warn and alert road users of the end of a roadway in other than construction or maintenance areas.

'''Standard.''' If object markers are used to mark the end of a roadway, four Type 4 object marker shall be used. See [https://www.modot.org/media/16921 Standard Plan 903.03] for installation details.

'''Option.''' The Type 4 object marker may be used in instances where there are no alternate vehicular paths.

'''Standard.''' The minimum mounting height, measured vertically from the bottom of a Type 4 object marker to the elevation of the near edge of the traveled way, shall be 4 feet.

'''Guidance.''' Appropriate advance warning signs should be used.

[[Category:903 Highway Signing]]

Job Special Provisions

2024-09-04T20:48:08Z

Legged1: NJSP2003 - clarified drafter's note to use misc. pay item.

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05 || 8/19/2024 || 01/01/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
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| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
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| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01CC || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|}

Job Special Provisions

2024-08-13T21:34:36Z

Legged1:

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01CC || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|}

640.2 Median Drainage

2024-08-05T22:05:20Z

Legged1: fix links

==640.2.2 General==
This guidance describes the design of drainage facilities located in grassed medians. Information pertaining to the drainage of paved medians is presented in [[640.1 Pavement Drainage|Pavement Drainage]].

==640.2.2 Procedure==
The general procedure for the design of median drainage facilities is as follows:

*Establish location of median inlets.
*Determine the degree of erosion protection necessary in each median channel segment.
*Size median inlets.
*Size median pipes.

The determination of the location of the median inlets requires good engineering judgment. Inlet locations are, in many cases, governed by non-hydraulic as well as hydraulic considerations.

Inlets are required at all low points in grade. Additional inlets are then located, as needed, between the high point and low point of a given drainage segment. The most economical locations are usually at points of minimum cut and fill. Therefore, these points should be considered first, as possible inlet locations.

==640.2.3 Design Discharge==
After the inlets have been located (at least on a trial basis) the peak rate of runoff arriving at each inlet is computed. This determination is made by application of the rational formula. Appropriate design frequencies are 10 years for all inlets located on grade and 50 years for inlets located at low points in grade.

If the median under consideration is a standard 60 ft. (18 m) grassed median, with no additional inflow, then [[media:640.2 Runoff on Median Grassed Slopes.pdf|Runoff on Median Grassed Slopes]] may be used to estimate the 10 year design flow rate. The values obtained from these figures apply to those areas in the state where the rainfall factor is equal to 1.0. For other areas the values obtained from [[media:640.2 Runoff on Median Grassed Slopes.pdf|Runoff on Median Grassed Slopes]] are multiplied by the rainfall factor which is obtained from the [[Media:640.2 Rainfall Factor Map.pdf|Rainfall Factor Map]]. These adjusted values are then used as the 10 year design flow rate. The 50 year design flow rate may be obtained by multiplying the 10 year flow rate by 1.50.

==640.2.4 Inlet Spacing and Channel Design==
Inlet spacing may influence the erosion control measures necessary in the median channel. Therefore, in order to achieve a least cost design, these items must be considered collectively rather than individually.

Optimum inlet spacing will be achieved when inlets are placed at those points where the grassed median channels are operating at capacity. Under these conditions no ditch liner will be required. However, in many cases there are only a certain number of discrete points at which median inlets may be built, in an economical manner. There are also points, such as the upstream limit of the grading for narrow median bridge piers or all median openings, at which an inlet is required. Under these conditions it may be necessary to specify ditch liner for some channel segments. The object of correct inlet spacing and channel design is to minimize the number of inlets and the amount of ditch liner, subject to the constraint that the completed median channel will be stable.

Erosion control criteria are set out in [[750.6 Erosion Control and Energy Dissipation|Erosion Control and Energy Dissipation]]. Cross sections and linings may be analyzed by the general methods of [[750.1 Open Channels|Open Channel Flow]].

==640.2.5 Median Inlet Capacities==
Median inlets are of two types: spillways (Type E) and grates (Type S). Only Type S (see [https://www.modot.org/media/16974 Standard Plan 731.10]) inlets may be used within the limits of the safety zones. Therefore, Type E inlets (see [https://www.modot.org/media/16974 Standard Plan 731.10]) are never used in medians 60 ft. wide or narrower. Outside of safety zone limits both a Type E and Type S inlet may be considered. Median inlets are either located at low points in grade or they are constructed in conjunction with a ditch block. Therefore, they intercept all waters arriving at the inlet.

Design consists of selecting the smallest inlet which will pass the design flow rate at an acceptable depth. This acceptable depth shall be so that a freeboard of at least 6 in. is provided to the top of the ditch block or to the shoulder line of the roadway.

Guidance for specifying and inspecting drop inlets and grates is in [[:Category:731 Precast Reinforced Concrete Manholes and Drop Inlets|Precast Reinforced Concrete Manholes and Drop Inlets]].

===640.2.5.1 Type S Inlets===
Type S inlets are grate type drop inlets and are governed by either weir flow or orifice flow depending upon the depth of water above the grate. Details and available sizes may be found in the standard plans. [[Media:640.2 Capacity of Type S Median Inlets.pdf|Capacity of Type S Median Inlets]] relates the inlet capacity to the depth of water for standard inlet sizes. The "design capacity", as shown on this figure is one half of the theoretical capacity of the inlet. This factor of safety of 2.0 has been applied to the design curves because grate type inlets which must pass all waters arriving at the inlet are prone to clogging. Therefore, only one-half of the waterway area is assumed to function during the design event.

===640.2.5.2 Type E Inlets===
Type E inlets are spillway type drop inlets. Details and available sizes may be found in the standard plans. The behavior of this inlet is identical to the behavior of a curb opening inlet located at a low point in grade. Methods and design aids which may be used to estimate the capacity of Type E inlets are presented in [[640.1 Pavement Drainage|Pavement Drainage]].

==640.2.6 Median Pipes==
The conduits which drain the median inlets must be sized so that they will pass the design flow rate at a headwater elevation not greater than 150 mm (6 inches) below the bottom of the grate or the flow line of the spillway. That is, the required headwater must be completely contained within the drop inlet structure. Design of these median drains are based on the principles of [[750.2 Culverts|culvert hydraulics]].

[[Category: 640 Pavement and Median Drainage]]

940.16 Driveway Geometrics

2024-06-12T16:46:11Z

Legged1:

<div style="float: right; margin-top: 5px; margin-left: 5px; width:325px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Standard Plans for Driveways and Entrances</center></u>'''
* [https://www.modot.org/media/16824 203.61 Type I - Private]
* [https://www.modot.org/media/16825 203.62 Type II - Side Road]
* [https://www.modot.org/media/16826 230.63 Type III - Business]
* [https://www.modot.org/media/16828 203.64 Type IV - Truck Pair]
* [https://www.modot.org/media/16827 203.65 Type V - Truck Single/ Volume Product]
* [https://www.modot.org/media/16873 608.00 Paved Approaches]
</div>
The design of driveways affects the speed of traffic turning into and out of driveways and in turn the speed differential between through traffic and turning traffic. Large speed differentials are associated with higher crash rates and diminished traffic operations.

Driveway designs should always be based on the results of a study of the traffic likely to use them; these guidelines are presented to illustrate good practices for driveway designs.

'''940.16.1 LINING UP DRIVEWAYS ACROSS ROADWAYS.''' Driveways are to be as closely lined up with driveways across roadways without non-traversable medians as much as possible even if this produces less spacing between driveways.

'''940.16.2 ANGLE OF INTERSECTION TO THE PUBLIC ROADWAY.''' Driveways that serve two-way traffic are to have angles of intersection with the public road of 90 degrees or very near 90 degrees. Two-way traffic driveways with skews greater than 20 degrees are discouraged. One-way traffic driveways are to have skews between 0 and 30 degrees.
[[image:940.16.3 turn radii.gif|right|275px|thumb|<center>'''The larger the radius, the faster the turning vehicle can get off the road and fewer through-movement vehicles need to slow.'''</center>]]
'''940.16.3 RIGHT-TURN (APPROACH) RADIUS.''' Approach radii are to be large enough to allow vehicles to enter at a reasonable speed. The following are suggested as acceptable approach radii and are measured from the edge of the driving surface of the roadway. Any maximum approach radius is allowable for driveways.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.3'''''
! style="background:#BEBEBE"|Right-Turn Radius for Driveways!! style="background:#BEBEBE"|Urban Areas (At or below 45 mph Posted Speed)!! style="background:#BEBEBE"|Rural Areas (Greater than 45 mph Posted Speed)
|-
! Residential Driveways
| align="center"|10 ft.||align="center"| 25 ft.
|-
!Commercial Driveways
|align="center"| 25 ft. ||align="center"|50 ft.
|-
!Industrial Driveways
| align="center"| Design to handle typical large truck that uses the driveway|| align="center"|Design to handle typical large truck that uses the driveway
|}

Determine inside radii on a case-by-case basis given driveway angle, traffic volume and other relevant factors. Sites that generate substantial large truck traffic need inside larger radii to accommodate the wheel path of the turning trucks.
[[image:940.16.4 driveway width.gif|325px|right|thumb|<center>'''Adequate driveway width can help turning vehicles get off the road with a greater speed and less encroachment into oncoming driveway traffic.'''</center>]]
'''940.16.4 DRIVEWAY WIDTH.''' No driveway is to have a width less than 20 ft. Driveways of greater than 54 ft. are strongly discouraged unless they contain a raised median to separate traffic lanes. Driveways that serve one-way traffic are to be from 20 to 30 ft. wide. Driveway widths are measured from the face of the curb to the face of the curb at the point of tangency. Any medians contained in the driveway are not included in the widths in the table. Appropriate widths for various levels of traffic and directions of access are shown in the table below:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.4'''''
! style="background:#BEBEBE"|Driveway Traffic Category!! style="background:#BEBEBE"|Average Daily Traffic Using Driveway!!style="background:#BEBEBE"| Peak Hour Traffic Using Driveway!!style="background:#BEBEBE"| With Two-Way Access!! style="background:#BEBEBE"|With One-Way Access
|-
!Residential
|align="center"| 0 – 100 ||align="center"|0 – 10||align="center"|20* ft. – 30** ft.||align="center"| NA
|-
!Low Volume Commercial/Industrial
|align="center"|< 1500||align="center"| < 150|| align="center"|28 ft.** - 42 ft.*** ||align="center"|20 ft.*
|-
!Medium Volume Commercial/Industrial
|align="center"|1,500 – 4,000 ||align="center"|150 – 400||align="center"|42 ft.*** - 54 ft.****||align="center"|20 ft.* - 30 ft.**
|-
!High Volume Commercial/Industrial
|align="center"|> 4000 ||align="center"|> 400 ||align="center"|Determined through a traffic study - normally 42 ft. or greater ||align="center"|Generally not applicable
|-
| colspan="5"|* One-lane driveways.
|-
| colspan="5"|** Driveway striped for two lanes.
|-
| colspan="5"|*** Driveway striped for three lanes.
|-
|colspan="5"|**** Driveway striped for four lanes.
|}

Curb on approach all commercial and industrial driveways.

'''940.16.5 DRIVEWAYS AND ACCOMMODATION OF PEDESTRIANS.''' In current and future urban locations, all driveways are to adequately accommodate pedestrians using sidewalks or paths. The narrowest practical width is to be used to accommodate pedestrians. Medians are to be considered on driveways, four lanes or wider, to provide a refuge for pedestrians.
[[image:940.16.6 accommodation of bicyclists.jpg|right|125px]]
'''940.16.6 DRIVEWAYS AND ACCOMMODATION OF BICYCLES.''' Where a driveway crosses a bicycle facility, design the driveway and the bicycle facility so as to accommodate the safe crossing of bicyclists.

'''940.16.7 TAPERS.''' The distance between the entrance and exit tapers of adjacent driveways is to be 50 ft. or greater. If not, the tapers are to be eliminated and the shoulder paved to form a turn lane.

'''940.16.8 DRIVEWAY THROAT LENGTH.''' The throat length is the distance between the street and the parking lot served by a driveway. An adequate throat length helps to keep traffic conflicts within a parking lot to an acceptable level and provides space on the driveway for incoming and outbound traffic. The following throat length guidelines are suggested:

* For low traffic volume commercial and industrial driveways (below 150 peak hour vehicles in both directions), the shortest desirable driveway throat length is 20 ft. (about one 20-ft. car length).

* For medium traffic volume commercial and industrial driveways (150 – 400 peak hour vehicles in both directions), the shortest desirable driveway throat length is 60 ft. (about three 20-ft. car lengths).

* For high-volume driveways (over 400 peak hour vehicles in both directions) such as a shopping center entrance, the adequate throat length is to be determined by the results of a traffic study.

'''940.16.9 VERTICAL GEOMETRICS (DRIVEWAY GRADE CHANGE).''' Design access driveways on arterial roadways so vehicles can proceed into or out of the driveway at a speed that will prevent large speed differentials between turning and through traffic. Required apron lengths and desirable grade changes are shown in the table below. The apron is a relatively flat area where the driveway meets the public roadway. These guidelines apply to all types of driveways, including for residential, commercial and industrial. Driveways are to have a minimum grade change of approximately 1 percent to provide for adequate drainage. Either an upgrade or downgrade can be used.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.9'''''
! style="background:#BEBEBE"|Roadway Classification!! style="background:#BEBEBE"|Apron Length (“A” in the Diagram)!! style="background:#BEBEBE"|Desirable Grade Change, (“D” in the Diagram), Urban !!style="background:#BEBEBE"| Desirable Grade Change, (“D” in the Diagram), Rural
|-
!Major, Freeway
|align="center"| No driveways|| align="center"|No driveways||align="center"| No driveways
|-
!Principal Arterial
|align="center"|25-30 ft.||align="center"| 1%-4%||align="center"| 1%-3%
|-
!Minor Arterial
|align="center"| 10-20 ft.||align="center"| 1%-5% ||align="center"|1%-4%
|}

Notes: The Apron Length is shown as “A” and grade change as “D” on the diagram below. The grade may change along the course of the driveway, as indicated by G1 and G2. In such cases, it is very important to ensure that the minimum apron length is maintained.
{| style="margin: 1em auto 1em auto"
|-
|[[image:940.16.9 elevation.gif|left|360px]]||[[image:940.16.9 plan.gif|left|250px]]
|}

====940.16.10 DRIVEWAY SURFACING.====
Required [[233.2 At-Grade Intersections with Stop and Yield Control#233.2.10 Driveway and Approach Pavement Design Criteria|driveway surfaces]] depend on the roadway they are entering.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.10'''''
! style="background:#BEBEBE"|Roadway Classification !!style="background:#BEBEBE"| In Current and Projected Urban Areas!!style="background:#BEBEBE"| In Rural Areas
|-
! Major, Freeway
| align="center"|No driveways ||align="center"| No driveways
|-
!Major, Non-Freeway
| align="center"|Paved|| align="center"|Paved, except for residential and field entrances
|-
!Minor
| align="center"|Paved|| align="center"|Paved, except for residential and field entrances. Unpaved driveways are acceptable on collectors
|}

Having paved driveways is most critical on major roadways to keep the speed differential between through and turning traffic as low as possible. As noted before, all commercial and industrial driveways are to be curbed on approach.

[[category:940 Access Management]]

Category:170 Maintenance Activity Planning Guidelines

2024-05-30T19:01:26Z

Legged1: /* Index of Printable Planning Guides */ update link

[[image:170.jpg|right|350px]]
==Introduction==
{|style="padding: 0.3em; margin-right:11px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|'''Safety Video'''
|-
|[http://www.youtube.com/user/modotvideo Safety is My Story]
|-
|[http://wwwi.dot.missouri/intranet/PotholePatchingSafetyVideo2.wmv Patching Roads]
|-
|'''Additional Information'''
|-
|[http://sharepoint/facilitation/RBM/RM%20Policies/Current%20Policies/Lifting%20Policy.pdf Safe Lifting]
|}
The original Maintenance Planning Guide was developed and published in 1989. The purpose of that manual was to provide maintenance managers with a quick reference for performing most maintenance functions. It included scheduling forms, traffic control guidelines, function codes, commodity codes and a sample crew report. Since the original publication the guide has been updated to meet the needs of MoDOT.

This article provides each manager with a list of recommended equipment and materials to use for each function as well as a recommended procedure for that function. The guidelines also have safety reminders and schedules to help managers plan for the best time of year to perform each function.

This article is intended to be an accurate source of information and a tool that maintenance managers will use to better organize, plan and be more productive leaders.

<center>'''GENERAL NOTES'''</center>

Reference the [https://www.modot.org/missouri-standard-plans-highway-construction Missouri Standard Plans] and [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction] for performance details on many of the maintenance function planning guidelines. It is the intent of the department to provide as good of a finished product with Maintenance forces as it does by contract methods.

Recommended materials: When purchasing recommended material, refer to guidance for [[:Category:1100 MAINTENANCE MATERIALS|maintenance materials]]. Guidance for these materials also refers to the [https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) by Subject] for each of the various maintenance materials.

The Highway Maintenance Tables in the appendix were provided to MoDOT through the Local Technical Assistance Program of the Michigan Tech Transportation Institute at Michigan Technological University in Houghton, Michigan.

==Rainy Day Activities==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Printable Version'''
|-
|[[Media:170.1 Rainy Day Activities.pdf|Rainy Day Activities]]
|}

*Check roadway surface drainage
*Check bridge surface for ponding
*Check bridges and box culverts for drift and erosion
*Flush bridge decks
*Check culverts and culvert pipes
*Check drain basins on bridges
*Check high water locations
*Check, clean and repair equipment
*Clean and repair buildings and grounds
*Blade driveways, entrances, shoulders and mailbox turnouts
*Check signs
*Work on special projects
*Clean abutment caps on bridges
*Cut and treat brush and vines under bridges
*Conduct equipment and safety trainings

==Work Scheduling Guidelines==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Printable Version'''
|-
|[[media:170 Work Scheduling Guide 2014 Dec.xls|Work Scheduling Guide]]
|}

:::[[Image:Work schedule1 Dec 2014.jpg|750px]]
:::[[Image:Work schedule2 Dec 20143.jpg|750px]]

==Index of Printable Planning Guides==
{| border="1" class="wikitable"
! colspan="2" style="background:#BEBEBE" | '''Printable Versions of Maintenance Planning Guides'''
|-
! style="background:#FFFFCC"|'''Activity Code''' !! style="background:#FFFFCC"|'''Action'''
|-
|rowspan="7" | '''R225 Roadway Shoulders'''<br/>(Also see [[:Category:Shoulder Maintenance|Shoulder Maintenance]] and [[771.3 Shaving Shoulder and Around Guardrail|Shaving Shoulder and Around Guardrail]]) || [https://epg.modot.org/forms/general_files/MT/R225_update-blade_patching.pdf Blade Patching]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_seal_coat.pdf Seal Coat]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-edge_ribbon.pdf Edge Ribbon]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-fly_coating.pdf Fly Coating]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-pothole_patching_asphalt_and_partial_depth_concrete.pdf Pothole Patching Asphalt & Partial Depth Concrete]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-Repair_concrete_shoulder_and_approaches.pdf Repair Concrete Shoulders & Approaches]
|-
|[https://epg.modot.org/forms/general_files/MT/R225_update-Repair_sod_aggregate_shoulder_and_approaches.pdf Repair Sod and/or Aggregate Shoulders & Approaches]
|-
| '''R226 Rumble Strips''' (See [[:Category:626 Rumble Strips|Rumble Strips]]) || <div id="R227 Roadway & Bridge Safety Features"></div> No printable guideline available at this time.
|-
| rowspan="7" | '''R227 Roadway & Bridge Safety Features''' || [https://epg.modot.org/forms/general_files/MT/R227_update-fences.pdf Fences] (Also see [[:Category:607 Fencing|Fencing]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-guardrails.pdf Guardrails] (Also see [[:Category:606 Guardrail and Guard Cable|Guardrail and Guard Cable]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-guard_cables.pdf Guard Cables] (Also see [[:Category:606 Guardrail and Guard Cable|Guardrail and Guard Cable]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-impact_attenuator_devices.pdf Impact Attenuator Devices] (Also see [[:Category:612 Impact Attenuators|Impact Attenuators]])
|-
| '''Traffic Barriers (Concrete)''' (Also see [[:Category:617 Traffic Barrier|Traffic Barrier]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R227_update-traffic_barrier-concrete-replacement.pdf A. Replacement]
|-
|   [https://epg.modot.org/forms/general_files/MT/R227_update-traffic_barrier-concrete-repair.pdf B. Repair]
|-
| '''R22E Edge Rut Repair (0.1 LM)''' || [https://epg.modot.org/forms/general_files/MT/R22E_update.pdf Edge Rut Repair (0.1 LM)] (Also see [[:Category:Shoulder Maintenance|Shoulder Maintenance]])
|-
| rowspan="2" | '''R311 Patching Roads'''<br/>(Also see [[:Category:470 Bituminous Asphalt Maintenance|Bituminous Asphalt Maintenance]]) || <div id="R311 Patching Roads"></div> [https://epg.modot.org/forms/general_files/MT/R311_update-pothole_patching-temporary_emergency_repairs_and_blow_up_repairs.pdf Pothole Patching (Temporary/Emergency Repairs and Blow Up Repairs)]
|-
| [https://epg.modot.org/forms/general_files/MT/R311_update-pothole_patching-permanent_partial_depth_repair_on_apshaltic_or_concrete_pavement.pdf Pothole Patching (Permanent partial depth repair on asphaltic or concrete pavements)]
|-
| Rowspan="2" | '''R312 Asphalt Pavement Repair (TN)''' || <div id="R312 Asphalt Pavement Repair (TN)"></div> [https://epg.modot.org/forms/general_files/MT/R312_update-Major-box_and_lay_down_machine_patching.pdf Blade, Box & Lay Down Machine Patching (TN)]
|-
| [https://epg.modot.org/forms/general_files/MT/R312_update-Major-box_and_lay_down_machine_patching.pdf Box & Lay Down Machine Patching (TN)]
|-
| '''R313 Concrete Replacement (SY)''' || <div id="R313 Concrete Replacement (SY)"></div> [https://epg.modot.org/forms/general_files/MT/R313_update-concrete_replacement_full_depth.pdf Concrete Replacement Full Depth (SY)]<br/>Also See [[:Category:613 Pavement Repair|Pavement Repair]]
|-
| rowspan="2" | '''R314 Other Pavement Maintenance''' || <div id="R314 Other Pavement Maintenance"></div>[https://epg.modot.org/forms/general_files/MT/R314_update-pavement_leveling-mudjacking_or_other_methods.pdf Pavement Leveling (Mudjacking or Other Methods)(SY)] (Also See [[:Category:625 Slab Stabilization|Slab Stabilization]], [[570.5 Mudjacking (Slab Jacking) by MoDOT Maintenance|Mudjacking (Slab Jacking) by MoDOT Maintenance]] and [[771.1 Mud Jacking Bridge Approach|Mud Jacking Bridge Approach]])
|-
| [https://epg.modot.org/forms/general_files/MT/R314_update-cold_milling.pdf Cold Milling (SY)] (Also See [[:Category:622 Pavement and Bridge Surface Removal and Texturing|Pavement and Bridge Surface Removal and Texturing]])
|-
| rowspan="5" | '''[https://epg.modot.org/forms/general_files/MT/R315_update-pavement_preventative_maintenace.pdf R315 Pavement Preventative Maintenance (LM)]''' || <div id="R315 Pavement Preventative Maintenance (LM)"></div> '''Crack & Joint Maintenance'''
|-
|  A. Fly Coating (LM) (Also See [[413.9 Fly Coating|Fly Coating]])
|-
|  B. Sealing Cracks, Joints & Edge Cracks (Also See [[413.5 Crack Treatment in Bituminous Pavements|Crack Treatment in Bituminous Pavements]] and [[570.2 Joint and Crack Maintenance|Joint and Crack Maintenance]])
|-
|  C. Milling High Joints (Also See [[:Category:622 Pavement and Bridge Surface Removal and Texturing|Pavement and Bridge Surface Removal and Texturing]])
|-
|  D. Scrub Seals (LM)
|-
| rowspan="10" | '''R316 Drainage''' || <div id="R316 Drainage"></div> '''Clean & Reshape Ditches'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-earth_ditches.pdf A. Earth Ditches] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-paved_ditches.pdf B. Paved Ditches] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_paved_ditches_and_slopes.pdf Repair Paved Ditches & Slopes] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
| '''Repair Curbing'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-concrete_curbs.pdf A. Concrete Curbs] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-asphalt_curbs B. Asphalt Curbs] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-drop_inlets_and_storm_sewers.pdf C. Drop Inlets & Storm Sewers] (Also See [[:Category:614 Drainage Fittings (Grate Inlets)|Drainage Fittings (Grate Inlets)]])
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-channel_control.pdf Channel Control]
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-slide_repair.pdf Slide Repair]
|-
| rowspan="5" | '''R319 Pipe Culvert Repairs (LF)''' || <div id="R319 Pipe Culvert Repairs (LF)"></div> '''Clean & Repair Pipe & Box Culverts'''
|-
|[https://epg.modot.org/forms/general_files/MT/R319_update-install_pipe_liners.pdf Install Pipe Liners (LF)]
|-
|   [https://epg.modot.org/forms/general_files/MT/R319_update-clean_and_repair_pipe_culverts.pdf Pipe Culverts] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R319_update-clean_and_repair_box_culverts.pdf Box Culverts] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
| [https://epg.modot.org/forms/general_files/MT/R319_update-replace_pipe_and_box_culverts.pdf Replace Pipe & Box Culverts (LF)] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
| '''R31B Sweeping (LM)''' || [https://epg.modot.org/forms/general_files/MT/R31B_update-sweeping.pdf Sweeping (LM)] (For routine flushing of bridge decks see [[771.2 Bridge Cleaning and Flushing|Bridge Cleaning and Flushing]])
|-
| rowspan="3" | '''R31C Seal Coating (LM)''' || '''Seal Coating'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R31C_Seal_Coat-Course_Aggregate.pdf A. Course Aggregate] (Also See [[:Category:409 Seal Coat|Seal Coat]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R31C_Seal_Coat-Fine_Aggregate.pdf B. Fine Aggregate] (Also See [[413.6 Scrub Seal Treatment|Scrub Seal Treatment]])
|-
| rowspan="3" | '''R321 Bridge Maintenance''' (Also See R322 Bridge Preventative Maintenance and R327 Other Bridge Preventative Maintenance) || '''Substructure Repairs''' (Also See [[:Category:774 Cathodic Protection|Cathodic Protection]], [[770.7 Maintenance of Bridge Superstructure|Superstructure Maintenance]] and [[770.8 Maintenance of Bridge Substructure|Substructure Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R321_update-substructure_repairs-sealing_abutment_and_pier_caps.pdf A. Sealing Abutment & Pier Caps]
|-
|   [https://epg.modot.org/forms/general_files/MT/R321_update-substructure_repairs-spot_painting_of_bearings_and_piling.pdf B. Spot Painting of Bearings & Piling]
|-
| rowspan="4" | '''R322 Bridge Preventative Maintenance''' || <div id="R322 Bridge Preventative Maintenance"></div>[https://epg.modot.org/forms/general_files/MT/R322_update-bridge_seal_coats.pdf Bridge Seal Coats (SY)] (Also See [[771.15 Chip Seal to Entire Deck|Seal Coat to Entire Deck]])
|-
| '''Silane & In-Deck Seals (SY)'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R322_update-silane_and_in-deck_seal-silane.pdf A. Silane]
|-
|   [https://epg.modot.org/forms/general_files/MT/R322_update-silane_and_in-deck_seals-in-deck.pdf B. In-Deck] (Also See [[771.17 Concrete Crack Filler - Low Viscosity Polymer (LVP)|Concrete Crack Filler -Low Viscosity Polymer (LVP)]])
|-
| rowspan="3" | '''R323 Bridge Deck Repair (SY)''' || '''Deck Repair (SY)''' (Also See [[771.9 Temporary Bridge Deck Repair|Temporary Bridge Deck Repair]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R323_update-deck_repair-concrete.pdf A. Concrete]
|-
|   [https://epg.modot.org/forms/general_files/MT/R323_update-deck_repair-asphalt.pdf B. Asphalt]
|-
| '''R324 Bridge Painting (TN)''' || No printable guideline available at this time.
|-
| rowspan="9" | '''R327 Other Bridge Preventative Maintenance''' || No printable guidelines available at this time. See the following:
|-
|   [[771.4 Drain Basin Maintenance | Drain Basin Maintenance]]
|-
|   [[771.5 Mat Gutter Maintenance | Mat Gutter Maintenance]]
|-
|   [[771.6 Channel Work - Gabion Installation | Channel Work - Gabion Installation]]
|-
|   [[771.7 Channel Work - Rock Blanket | Channel Work - Rock Blanket]]
|-
|   [[771.8 Remove Drift | Remove Drift]]
|-
|   [[771.13 Sealing Abutment and Pier Caps | Sealing Abutment and Pier Caps]]
|-
|   [[771.14 Spot Painting of Bearings and Piling | Spot Painting of Bearings and Piling]]
|-
|   [[771.16 Bridge Deck Crack Pouring | Bridge Deck Crack Pouring]]
|-
| rowspan="4" | '''R328 Bridge Joint Maintenance''' || No printable guidelines available at this time. See the following:
|-
|   [[771.10 Bridge Joint Sealing - Hot Pour | Bridge Joint Sealing - Hot Pour]]
|-
|   [[771.11 Bridge Joint Sealing - Silicone | Bridge Joint Sealing - Silicone]]
|-
|   [[771.12 Bridge Joint Sealing - Polytite | Bridge Joint Sealing - Polytite]]
|-
| rowspan="2" | '''R329 Bridge Cleaning & Flushing''' || No printable guidelines available at this time. See the following:
|-
|   [[771.2 Bridge Cleaning and Flushing | Bridge Cleaning and Flushing]]
|-
| '''R411 Litter Pick-Up''' || <div id="R411 Litter Pick-Up"></div> [https://epg.modot.org/forms/general_files/MT/R411_update-litter_pick_up.pdf Litter Pick-Up] (Also See [[:Category:824 Adopt-A-Highway and Sponsor-A-Highway Programs|Adopt-A-Highway and Sponsor-A-Highway Programs]])
|-
| '''R412 Landscaping''' || <div id="R412 Landscaping"></div> [https://epg.modot.org/forms/general_files/MT/R412_update-general_plant_installation_and_fertilizing_seeding_and_mulching.pdf Fertilizing, Seeding & Mulching] (Also See [[:Category:800 ROADSIDE DEVELOPMENT|Roadside Development]])
|-
| '''R413 Mowing (AC)''' || <div id="R413 Mowing (AC)"></div> [https://epg.modot.org/forms/general_files/MT/R413_update-mowing.pdf Mowing (AC)]] (Also See [[:Category:822 Roadside Vegetation Management|Roadside Vegetation Management]])
|-
| '''R414 Brush Cutting & Tree Removal''' || <div id="R414 Brush Cutting & Tree Removal"></div> [https://epg.modot.org/forms/general_files/MT/R414_update-brush_cutting_and_tree_removal.pdf Brush Cutting & Tree Removal] (Also See [[:Category:822 Roadside Vegetation Management|Roadside Vegetation Management]])
|-
| '''R415 Chemical Weed Control''' || <div id="R415 Chemical Weed Control"></div> [https://epg.modot.org/forms/general_files/MT/R415_update-chemical_weed_control.pdf Chemical Weed Control] (Also See [[:Category:821 Herbicides and Roadsides|Herbicides and Roadsides]])
|}

==[[Media:Highway Maintenance Tables and Conversion Factors.pdf|Highway Maintenance Tables and Conversion Factors]]==

The [[Media:Highway Maintenance Tables and Conversion Factors.pdf|Highway Maintenance Tables and Conversion Factors]] contain helpful tables and conversion factors that aid in volumetric and weight measurements needed in maintenance activities.

Category:732 Flared End Sections

2024-05-20T19:02:13Z

Legged1: /* 732.1 Installation */ changed MES to FES

==732.1 Installation==
Proper installation is important to the long term stability of the flared end section (FES) and they should be installed and backfilled it the same manner required for the pipe. The inspector should ensure the installed FES is properly matched to the surrounding soil grading. Grading around all FES should slope away from the side of the end section. When the surrounding soil slopes towards the sides of the end section, it concentrates run off water along the FES which leads to erosion and future maintenance.

For concrete FES, the same mastic used to join pipe sections should also be used to join the FES to the pipe.

For FES made of flexible pipe materials such as metal and thermoplastic, care should be taken to ensure the sides of the FES are well compacted. The sides of metal and plastic end sections that are not properly supported are likely to be flimsy and prone to movement that will need future maintenance.

Metal FES must be aluminized for Group A pipes. For Group B and C pipes, either zinc or aluminized is acceptable.

For metal end sections, care should be taken to ensure the end section has an appropriate connection type per Std. Plan 732.00 that is tight.

When jointing a metal FES to thermoplastic pipe, any connection rod or strap used should be placed behind at least one full corrugation. The female bell section does not count as a corrugation. Thermoplastic pipe is flexible and failure to secure the rod or strap behind at least one full corrugation may allow the FES to come loose. Proper installation is essential to ensure that the metal FES stays connected to the pipe and can resist the forces placed on it by flowing water.

The toe strip staying embedded is important to the long term performance of the FES. The fill material used around the toe should be well graded and compacted well enough to protect the toe. If scour is observed after installation, corrective measures should be taken. The toe wall is especially important on the outlet end of safety slopes to do the extra force exerted on the bars by the flowing water.

Included in [https://www.modot.org/media/16975 Std. Plan 732.00] are details for dimensions including closure gaps for installed FES. There may be some variance from those details with thermoplastic pipes due to the thicker wall differences. The standard plan allows for some deviation from the details and judgment should be used to ensure the FES is suitable.

==732.2 Safety Slope FES==
Safety slope FES are used in cases where a FES is within the recovery area and could pose a hazard to the traveling public. Any possible change or substitution during construction involving a safety slope FES should involve the design engineer.

==732.3 Tapered Sleeve==
A tapered sleeve is used in some cases to adapt a FES to a type of pipe. The tapered sleeves are essentially a metal cone with corrugations on one end to allow the secure attachment of a metal FES. The cone portion must be friction fit into the end piece of pipe, usually using a piece of equipment to secure it. The inspector should check each tapered sleeve to ensure it is not loose.

==732.4 Pay==
These items are paid for on a unit basis. Payment for any tapered sleeves or other short runs of pipe used as adaptors or for UV protection at an FES are NOT paid for with the FES. Payment for those items is included in the pipe run.

FES may be different lengths depending on material type (metal vs. concrete). This different does not affect the pay for either the FES or the pipe run.

The contractor may choose to adjust the length of the pipe run to aid in the fitment or grading operations. Approval and payment for this change may be considered at the discretion of the engineer.

If the contractor chooses to use a larger size pipe than shown on the plans, any FES used for that pipe should be paid for at the bid price for the smaller size FES originally shown on the plans.

==732.5 Construction Records ==
The inspector should record in a diary when FES were installed and which type of toe wall was used.

==732.6 Materials Inspection and Laboratory Testing ==
These items will be inspected by Construction and Materials and an inspection report will be issued in AASHTOWARE Project (AWP). See [http://modot.mo.gov/business/standards_and_specs/Sec1020.pdf Sec 1020] for metal and [http://modot.mo.gov/business/standards_and_specs/Sec1032.pdf Sec 1032] for concrete.

750.7 Non-Hydraulic Considerations

2024-05-20T18:55:43Z

Legged1: /* 750.7.2.2 Roadways with ADT ≤ 3500 */ corrected PVC diameter limit

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Metal and Concrete Pipe'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri07058/or08014.pdf Report 2008]
|-
|'''High Density Polyethylene (HDPE) Pipe Culverts'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.htm Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.pdf Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.htm Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
==750.7.1 General==
Drainage structures are located and designed to adequately handle runoff across improvements and to handle runoff from the improvement. Non-Hydraulic Considerations presents criteria pertaining to the selection of culvert and storm sewer material and appurtenances. The hydraulic design of culverts and other drainage facilities is discussed in other articles under [[:Category:750 Hydraulic Analysis|Hydraulic Analysis]].

==750.7.2 Types==
Permissible culvert pipe types are separated into the following groups.

<div id="Permissible Pipe Types by Group"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''Permissible Pipe Types by Group'''
! style="background:#BEBEBE"|Group A (ADT>3500) !! style="background:#BEBEBE"| Group B (ADT≤3500) !! style="background:#BEBEBE"|Group C (Other Applications)
|-
| Reinforced Concrete || Group A Pipe || Group A Pipe
|-
| Vitrified Clay || || Group B Pipe
|-
| Aluminum Coated Steel || Double Wall Polypropylene ≤60 in. ||
|-
| Polymer Coated Steel || High Density Polyethylene, Corrugated ≤60 in. || Zinc-Coated Steel
|-
| Aluminum Alloy || Steel Reinforced Polyethylene ≤60 in. || Bituminous-Coated Steel
|-
| Triple Wall Polypropylene ≤60 in. || rowspan="6" colspan="2" |
|-
| Double Wall Polypropylene ≤30 in.
|-
| High Density Polyethylene, Corrugated ≤24 in.
|-
| Steel Reinforced Polyethylene ≤24 in.
|-
| Polyvinyl chloride ≤36 in.
|}

In general, there are two methods of specifying the permissible culvert types dependent upon the design ADT. For most applications, a group of culvert types is specified as described in succeeding sections. For special situations, a qualified pipe group may be specified, as described in [[#750.7.2.5 Installations for Special Situations|Installations for Special Situations]]. The final selection of the structure type is based on requirements in the standard specifications, on good engineering judgment, and economy with consideration of service and maintenance costs.

===750.7.2.1 Roadways with ADT > 3500===
For roadways with ADT > 3500, Group A pipe will be specified for crossroad structures, except for the following conditions:

*Reinforced concrete box culverts are specified when it is more economical to build the reinforced box culvert than it is to provide an equivalent pipe culvert.
*Vitrified clay pipe (extra strength) is specified when the purpose of the culvert is a sanitary sewer.
*Group B pipe should be specified for the portion of median outlet pipes outside the edge of pavement where such pipes are located on high fills requiring a break in flowline grade. Details for such installations are illustrated in [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].
*Group B pipe is specified to drain drop inlets into crossroad drainage structures when such installation necessitates a steep flowline grade and when the pipe will not extend under the pavement or in other non-traffic areas, such as behind guardrail at median piers.

Pipes of 12 in. and 15 in. are not used except as outlets from drop inlets and in storm sewer systems.

The requirements for using reinforced concrete pipe or vitrified clay pipe for structures may be waived if conditions warrant, such as poor structure foundation conditions, high fills, simplification of handling traffic, etc.

===750.7.2.2 Roadways with ADT ≤ 3500===
For roadways with ADT ≤ 3500, Group B pipe should be specified for crossroad structures. The hydraulic design computations for Group B pipe should be performed for both corrugated and smooth wall pipe. The pay item for the corrugated pipe size should be used. At each pipe location on the plans, both the corrugated and equivalent smooth wall diameters should be shown as in the following examples:

:::36" Group B Pipe (30")
:::36" Group B Pipe (36")

The equivalent smooth wall diameter must be shown whether the size is equal to or less than the corrugated size. The standard specifications for pipe and end sections describe the nomenclature for this procedure. Some exceptions to specifying Group B on the plans are the following:

*Reinforced concrete box culverts should be considered for pipes larger than 60 in. diameter.
*Reinforced concrete pipe, corrugated polyethylene pipe or polyvinyl chloride pipe should be specified for locations where high acidity or alkalinity of soils or waters or other abrasive or corrosive elements are present.
*Corrugated metallic-coated steel pipe-arch structures in sizes B-5 and larger may be specified where necessary because of limited allowable structure height. A battery of round pipes or a single elliptical reinforced concrete pipe may be considered in lieu of B-1 through B-4 corrugated metallic-coated steel pipe-arch structures.
*Elliptical reinforced concrete pipe may be specified in special cases, usually for storm sewers, where necessary because of limited allowable structure height.

Pipes of 12 in. and 15 in. are not used for crossroad culverts, except where the use of an 18 in. pipe will create an unsightly or impracticable drainage condition.

Corrugated polyethylene pipe (Type S) and polyvinyl chloride pipe are double walled, full circular cross section pipes, with an outer corrugated wall and a smooth inner liner. Only 12 to 60 in. diameter sizes of corrugated polyethylene, or 12 to 36 in. diameter sizes of PVC pipe, are approved for use on highway projects. Corrugations may be either annular or helical. Headwall protection is provided by means of a beveled pipe end treatment, safety slope end section, or metal or concrete flared end sections. [https://www.modot.org/missouri-standard-specifications-highway-construction Section 728] of the Standard Specifications require all PVC pipes to have an end section of one of the other Group B pipe materials to protect from ultraviolet degradation where the end of the pipe is exposed.

===750.7.2.3 Roadways and Roadside Applications with ADT < 1700===
For roadways, side roads, and entrances with ADT < 1700 Group C pipe should be specified using the same method for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]]. For information regarding replacement of failed driveway drainage pipes see [[:Category:941 Permits and Access Requests#941.9.8.4 Drainage Structures|EPG 941.9.8.4 Drainage Structures]].

===750.7.2.4 Outer Roadway Drainage Structures===
Outer roadway drainage structures shall be selected by ADT as described above. Continuous drainage structures extending under outer roadways are designed to the same standard as required for the portion of the structure under the main roadway. Since a continuous drainage structure usually increases the standard for the portion under the outer roadway, it is usually more economical to use independent structures. Where continuous structures are used, the runoff between the outer roadway and the main roadway is usually carried into the crossroad structure by drop inlets and pipe. Where the crossroad structure is a relatively small pipe, the drop inlet is constructed in the crossroad structure.

For drainage applications other than crossroad pipes, such as entrances, side roads and median drainage, Group C pipe may be specified. In special cases where low clearance exists and the structure is essentially at right angles on roads with less than 400 ADT, pipe arches with flared end sections may be specified.

===750.7.2.5 Installations for Special Situations===
For installations on a project which normally would require a pipe group option, special conditions may exist which would justify the specifying of a qualified pipe group type. Justification for the selection of a qualified group pipe type include, but are not limited to, unstable foundation, high embankments, high erosive forces, highly abrasive or corrosive conditions, high fire hazard or other pertinent reasons. When any one or a combination of these factors exist, the culvert pipe type(s) best suited to resist such destructive forces is selected and specified by excluding pipe types from a specified group with a note on the plans or Job Special Provision. When a qualified pipe group is specified, the reasons for such selection are included in the letter of transmittal of the plans.

===750.7.2.6 Storm Sewers===
The permissible storm sewer type under the paved portion and any planned widening of roadways with ADT greater than 3500 is Group A pipe. All other applications of storm sewer are Group B pipe. The standard specifications require that corrugated metal culvert pipes used for storm sewer be smooth interior pipe types, so that consistent hydraulic characteristics may be assumed during design of the entire interconnected system.

===750.7.2.7 Multiple Opening Installations===
Multiple opening structures, either boxes or pipes, are used only as required where the allowable structure height is restricted. Where multiple pipes are constructed, the pipes are separated by a distance of 1/2 their outside diameter, or a minimum of 1 ft., whichever is greater.

===750.7.2.8 Temporary Installations===
For bypasses, crossovers or other temporary installations, regardless of design ADT, Group C pipe should be specified using the same method as for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]].

==750.7.3 Environmental Requirements==

[https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.1_Overview Waters of the United States] are under the jurisdiction of the U.S. Army Corps of Engineers (COE) which has implemented a [http://usace.contentdm.oclc.org/utils/getfile/collection/p16021coll11/id/2654 Regional Condition], affecting new and replacement culverts, to [[127.4 Wetlands and Streams|Section 404 Nationwide Permits]] (all Nationwide Permits including NWP 14, Linear Transportation Projects and NWP 3, Maintenance Activities) for Missouri.

If meeting the requirements of the Regional Condition is not feasible, or requires unreasonable measures or expense, a waiver can be requested from the COE. For more information, or to request a waiver, contact a Wetlands Specialist in the [https://modotgov.sharepoint.com/sites/DE/SitePages/Environmental-&-Historic-Preservation.aspx Environmental Section] of the Design Division.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|Summary of COE Regional Condition Requirements for New and Replacement Culverts
|-
! style="background:#BEBEBE" colspan="4"|Culvert Opening Width<br/>(Total Width of All Culverts Within the Stream)<sup>1</sup> !! style="background:#BEBEBE" |≤ 4 ft.!! style="background:#BEBEBE" width="550" colspan="3"|> 4 ft.
|-
|colspan="4" rowspan="2"|Invert Embedment ||rowspan="2"|Flush or Below Natural Stream Bottom ||rowspan="2"|Stream Type||Perennial<br/>Intermittent||1 ft. (min.) below natural stream bottom<sup>2</sup>
|-
|Ephemeral||Flush or Below Natural Stream Bottom
|-
|rowspan="3"|Hydraulics||rowspan="3"|Stream Type|| Perennial||rowspan="3"|Flow Area||rowspan="3"|No requirement ||colspan="3"|Minimum of 85% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Intermittent||colspan="3"| Minimum of 50% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Ephemeral ||colspan="3"| No Requirement
|-
|colspan="8" align="left"|'''<sup>1</sup>''' Diameter for circular culverts; multiple culverts or barrels are considered to be one culvert
|-
|colspan="8" align="left"|'''<sup>2</sup>''' Flush with natural stream bottom for streams with non-erodible beds.
|}
</center>

===750.7.3.1 Stream Classifications===
A list, of perennial and intermittent streams, is available in [[127.4 Wetlands and Streams#127.4.1.1 Overview|EPG 127.4.1.1 Overview]]. This list does not include all perennial and intermittent streams in the state. Streams not listed in this list or thought to be a different class than what is represented, should be further evaluated to determine their classification. The Wetlands Specialist in the Environmental Section of the Design Division will likely have visited the site and have, photos and/or, notes on the stream classification. The following sources are examples of information that may be used to aid in determination of the stream classification:

:* Survey Field Notes from Wetland Specialist and/or Survey Crew
:* Bridge Survey Report
:* USGS Topographical Maps
:* Photos
:* Aerial or Satellite Imagery

===750.7.3.2 Embedment Requirements===
The regional condition encourages the use of single culverts. If multiple culverts are used, all must be embedded to the same invert elevation.

:'''Perennial and Intermittent Streams'''
::<u>Total width of all culverts within the stream channel > 4’ (diameter for circular culverts):</u>
:::* Culvert Extensions and Repairs – No Embedment Required
:::* New and Replacement Culverts
:::::* 1’ minimum embedment of culvert invert below natural stream bottom, except that:
:::::* Invert may be placed flush with stream bottom in non-erodible channels.
:::::* Invert should be embedded deeper in streams with highly erodible beds.
::<u>Total width of all culverts within the stream channel < 4’ (diameter for circular culverts):</u>
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

:'''Ephemeral Streams'''

::* Culvert Extensions and Repairs – No Embedment Required
::* New and Replacement Culverts
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

The embedded area shall be allowed to naturally backfill and shall not be included as part of the flow area for hydraulic design calculations.

On streams with highly erodible beds, grade control measures may be applied as necessary to prevent erosion and maintain aquatic life movement.

===750.7.3.3 Hydraulic Requirements===
In addition to the embedment requirements, new and replacement culverts with a width (diameter for circular culverts) greater than 4 ft. (total width of all culverts within the stream channel), on perennial and intermittent streams are required to convey a portion of the bankfull flow area.

Bankfull flow area is the area within the stream channel between the bankfull stage and the bottom of the channel. Bankfull stage is defined as the lowest bank elevation where water begins to overflow on the floodplain. On highly incised streams, where the bankfull stage is higher than a 100-yr. flood event, contact a Wetlands Specialist in the Environmental section for consultation with the Corps to determine the appropriate bankfull stage.

Once the bankfull stage and associated area have been determined the minimum area of the culvert can be determined. The Regional Condition provides guidance for the following [[127.4 Wetlands and Streams#127.4.1.1 Overview|regulated stream types]]:

:1) Perennial streams: 85% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.
:2) Intermittent streams: 50% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.

[[image:750.7.3.2.jpg|center|750px]]

==750.7.4 Box Culverts==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="320px" align="right"
|-
|align="center"|'''Additional Info for the Districts'''
|-
|The Bridge Division has prepared the [[media:751.8 Reference Guide SBC 2016.pdf|Reference Guide SBC]] for laying out and plan reporting details of concrete single box culverts (SBC) using the standard plans.
|}

===750.7.4.1 Standard Plans===
The standard plans were designed for the HL-93 design loading. The standard plans may be used for all culverts on the state system with [[#750.7.11.2 Design Fill Heights|design fill heights]] of one foot thru 50 feet.
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Index to Box Culvert Standard Plans'''
! colspan="2" style="background:#BEBEBE"|General Details
|-
|Wing J-bars & Wing Backfill Slopes ||width="100"|[https://www.modot.org/media/16943 703.37]
|-
|Cutting Details for Partial Removal ||[https://www.modot.org/media/16944 703.38]
|-
|Pipe Inlets ||[https://www.modot.org/media/16954 703.60]
|-
|Bar Supports for Concrete ||[https://www.modot.org/media/16963 706.35]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Culvert Details||style="background:#BEBEBE"| Single Box||style="background:#BEBEBE"| Double Box|| style="background:#BEBEBE"| Triple Box
|-
|Square - Straight Wings||[https://www.modot.org/media/16931 703.10] || [https://www.modot.org/media/16945 703.40] ||[https://www.modot.org/media/16955 703.80]
|-
|Square - Flared Wings ||[https://www.modot.org/media/16933 703.11] ||[https://www.modot.org/media/16946 703.41] ||[https://www.modot.org/media/16956 703.81]
|-
|Left Ahead - Straight Wings ||[https://www.modot.org/media/16934 703.12] || [https://www.modot.org/media/16947 703.42] ||[https://www.modot.org/media/16957 703.82]
|-
|Left Ahead - Flared Wings ||[https://www.modot.org/media/16936 703.13] ||[https://www.modot.org/media/16948 703.43] ||[https://www.modot.org/media/16958 703.83]
|-
|Right Ahead - Straight Wings ||[https://www.modot.org/media/16937 703.14] ||[https://www.modot.org/media/16950 703.44] || [https://www.modot.org/media/16959 703.84]
|-
|Right Ahead - Flared Wings ||[https://www.modot.org/media/16940 703.15] ||[https://www.modot.org/media/16951 703.45] ||[https://www.modot.org/media/16960 703.85]
|-
|Cut Sections ||[https://www.modot.org/media/16941 703.16] ||[https://www.modot.org/media/16952 703.46] ||[https://www.modot.org/media/16961 703.86]
|-
|Member Size & Reinforcement Tables ||[https://www.modot.org/media/16942 703.17] ||[https://www.modot.org/media/16953 703.47] ||[https://www.modot.org/media/16962 703.87]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Standard Box Culvert Sizes'''
! style="background:#BEBEBE" colspan="2"| !!colspan="14" width="650"|Span (ft.)!!style="background:#BEBEBE" |
|-
!style="background:#BEBEBE" colspan="2"| !! 3!! 4!!5!! 6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!! style="background:#BEBEBE"|
|-
|rowspan="15"|'''Height<br/>(ft.)''' ||'''2'''|| X|| X||style="background:#BEBEBE" colspan="12"| ||'''2'''
|-
| '''3'''|| X|| X|| X|| X||style="background:#BEBEBE" colspan="10"| || ''' 3'''
|-
| '''4'''|| X|| X|| X|| X|| X|| X||style="background:#BEBEBE" colspan="8"| || '''4'''
|-
|'''5'''|| X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="6"| ||'''5'''
|-
|'''6'''||'''A'''||X||X||X|| X||X||X||X||X|| X||style="background:#BEBEBE" colspan="4"| || '''6'''
|-
|'''7'''||style="background:#BEBEBE"| ||X||X||X||X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="2"| || '''7'''
|-
|'''8'''||style="background:#BEBEBE" colspan="2"| ||X||X||X||X||X||X||X||X||X||X||X||X||'''8'''
|-
|'''9'''||style="background:#BEBEBE" colspan="3"| ||X||X||X||X||X||X||X||X||X||X||X|| '''9'''
|-
|'''10'''||style="background:#BEBEBE" colspan="4"| || X||X||X||X||X||X||X||X||X||X|| '''10'''
|-
|'''11'''||style="background:#BEBEBE" colspan="5"| || X||X||X||X||X||X||X||X||X|| '''11'''
|-
|'''12'''|| style="background:#BEBEBE" colspan="6"| ||X||X||X||X||X||X||X||X|| '''12'''
|-
|'''13'''|| style="background:#BEBEBE" colspan="7"| ||X||X||X||X||X||X||X|| '''13'''
|-
|'''14'''|| style="background:#BEBEBE" colspan="8"| ||X||X||X||X||X||X|| '''14'''
|-
|'''15'''|| style="background:#BEBEBE" colspan="9"| ||X||X||X||X||X|| '''15'''
|-
|'''16'''|| style="background:#BEBEBE" colspan="10"| || X||X||X||X|| '''16'''
|-
!style="background:#BEBEBE" colspan="2"| !!3!!4!!5!!6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!!style="background:#BEBEBE"|
|-
|colspan="17" align="left"| '''X''' = single, double and triple box
|-
|colspan="17" align="left"| '''A''' = double and triple box only
|}

</center>

===750.7.4.2 Abrasion of Interior Surfaces===

The Core Team shall determine whether abrasion of the interior surfaces of the box culvert from large rocks or boulders is likely. If abrasion is to be considered, a structural design performed by the Bridge Division will be required. For guidance in determining when abrasion should be considered in culvert design, refer to the following documents:

:• Schall, J.T., etal., 2012 ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'', Federal Highway Administration, Publication No. FHWA-HIF-0112-026

:• NRC. 1978. “Durability of Drainage Pipe.” ''NCHRP Synthesis of Highway Practice No. 50''. Transportation Research Board, National Research Council, Washington, DC, p. 37.

===750.7.4.3 Summary of Responsibilities===
<center>
<div id="Responsibilities for Multiple Opening Installations"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Responsibilities for Box Culvert'''
! rowspan="2" style="background:#BEBEBE"|Drainage Area (Acres) !! rowspan="2" style="background:#BEBEBE"| Number of Cells !! rowspan="2" style="background:#BEBEBE"| Design Fill in Standard Plans !! colspan="2" style="background:#BEBEBE"| Responsible Entity !! rowspan="2" style="background:#BEBEBE"| Bridge Number !! rowspan="2" style="background:#BEBEBE"| Pay Items, Job Specials, Estimate
|-
! style="background:#BEBEBE"| Hydraulics !! style="background:#BEBEBE"| Final Plans
|-
| <1000 || 1 || Yes || District || District* || No || Roadway
|-
| <1000 || 1 || No || District || Bridge Division** || No || Roadway
|-
| <1000 || 2 or 3 || N/A || District || Bridge Division || Yes || Bridge
|-
| >1000 || 1, 2 or 3 || N/A || Bridge Division || Bridge Division || Yes || Bridge
|-
| colspan="7" align="left"| * Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot) when abrasion design is required
|-
| colspan="7" align="left"| ** Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot)
|}
</center>

For drainage areas of 1000 acres and less which require a structure designed by Bridge Division (multiple cell box, etc.), the district shall make the necessary hydraulic analysis and provide the following information to Bridge Division for each structure for placement on the plans:

:* [[#750.7.4.4 Size|Box Culvert Size]]
:* Drainage Area
:* [https://epg.modot.mo.gov/index.php?title=748.6_High_Water_Surface_Elevation Base Flood Elevation], discharge, [[748.4 Headwater and Backwater|backwater]] and culvert outlet velocity.
:* [https://epg.modot.org/index.php?title=748.6_High_Water_Surface_Elevation#748.6.1_Design_Flood_Elevation Design Flood Elevation], [https://epg.modot.org/index.php?title=Category:749_Hydrologic_Analysis#749.2.1_Design_Frequency_Criteria Design Frequency] and discharge.
:* [https://epg.modot.org/index.php?title=748.2_Roadway_Design_Criteria#748.2.3_Overtopping_Flood Overtopping Flood] discharge and frequency.

Multiple cell box structures for drainage areas of 1000 acres and under require that the final plans be done by Bridge Division. Where such plans are required, [https://modotgov.sharepoint.com/sites/br Bridge Division] shall be furnished with the grade across the structure, typical section, and any other necessary information.

===750.7.4.4 Size===

Hydraulic and environmental factors will control the required size of the box culvert. The size of the box culvert will affect the fill slopes and the culvert length. In special cases, a more economical box culvert may be attained by increasing the height of the culvert opening. Box culvert sizes are indicated on the plans as "(span) x (height)".

===750.7.4.5 Guardrail Attachment===

When guardrail is provided over a box culvert and the fill over the culvert provides less than 3’ 8” embedment of guardrail posts, guardrail attachments to the culvert shall be provided unless one of the following applies:

:1) No guardrail required if [[231.2 Clear Zones|clear zones]] are provided.
:2) For smaller box culverts a long span guardrail system as shown in [https://www.modot.org/media/16856 Standard Plan 606.00] may be used to eliminate posts over the culvert.

Guardrail posts attached to the top slab of the culvert shall have at least a 10” distance between the face of the headwall and the center of the guardrail post.

===750.7.4.6 Concrete Type===

All district designed concrete culvert designs should use Class B-1 Concrete, as reflected in the general notes of the culvert design standard plans. For these items, unit bid item 7034041 CLASS B1 CONCRETE (CULVERTS) should be used.

==750.7.5 Pipe Headwalls==
Type S pipe headwalls may be used in lieu of drop inlets for median pipes for medians 60 ft. wide or wider. Details for Type S pipe headwalls are shown on [https://www.modot.org/media/16844 Standard Plan 604.05].

==750.7.6 End Treatment==
End treatments on culverts provide safety benefits for errant vehicles, improved structural support for pipe ends, and improved hydraulic flow for pipe entrances. All pipe ends in the clear zone require some type of end treatment. Outside of the clear zone, considerations of hydraulics, aesthetics or soil erosion may warrant the use of an end section.

The following table contains minimum usage of end treatments as discussed in the ''Roadside Design Guide''. This table and the following discussion should be used with site specific factors, including maintenance concerns, to determine the safe and cost-effective end treatment for each culvert. The ''Roadside Design Guide'' (Chapter 3) has additional discussion of cross-drainage and parallel drainage structures.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''End Section Requirements'''
! colspan="4" style="background:#BEBEBE"|Within Clear Zone !! style="background:#BEBEBE" width="250"| Outside Clear Zone
|-
| colspan="2" | <center>Crossroad Culverts</center>|| colspan="2" | <center>Parallel Culverts</center>|| rowspan="4" | <center>Permissible to have no end treatment; consider FES or BET especially for ADT ≥ 400</center>
|-
| <center>Single Pipes</center> || <center>Multiple Pipes</center> || <center>Single Pipes</center> || <center>Multiple Pipes</center>
|-
| <center>≤ 36 in. diameter use BET or FES</center>|| <center>≤ 30 in. diameter use BET or FES</center>|| <center>≤ 24 in. diameter BET or FES</center>|| rowspan="2" | <center>Consider SSES for       ≤ 24 in. diameter</center>
|-
| <center>> 36 in. diameter use SSES</center> || <center>> 30 in. diameter use SSES</center> || <center>> 24 in. diameter use SSES</center>
|-
| colspan="5" | FES = Flared End Section<br/>BET = Beveled Pipe End Treatment<br/>SSES = Safety Slope End Section
|}

===750.7.6.1 Flared End Sections===
Flared end sections may be used on concrete, metal, or plastic pipes as shown on [https://www.modot.org/media/16975 Standard Plan 732.00]. Where flared end sections are used on skewed pipe, the section is placed on the same line as the pipe and the fill slope is warped to fit.

===750.7.6.2 Beveled Pipe End Treatment===
Beveled pipe end treatment may be used on either corrugated metal or plastic pipes as shown on [https://www.modot.org/media/16976 Standard Plan 732.05]. All beveled pipes use encasement. Corrugated steel pipe-arches are not beveled. In general, the bevel should not be flatter than 1V:6H nor should the skew exceed 15 degrees. If these controls are exceeded, special consideration is given to the use of headwalls, riprap, or slope pavement to stiffen the structure against uneven loading from the embankment and the dynamic forces of the water. Proposed designs for these conditions are submitted to the Support Center for approval.

===750.7.6.3 Safety Slope End Sections===
Safety slope end sections are used to reduce the potential for vehicle snagging. End sections with two types of safety treatment for 1V:4H, 1V:6H and 1V:10H slopes are shown in [https://www.modot.org/media/16977 Standard Plan 732.10]. The 2B (Summary of Quantities) sheet should indicate the slope of the end section and whether the end section is for a crossroad or parallel drainage structure.

===750.7.6.4 Floodgates===
Floodgates are specified for the outlet ends of pipes where required to prevent floodwater from backing through the pipe. Type 1 floodgates are specified for concrete pipes. Floodgates for concrete box structures will require a special item number and special provision. Type 2 floodgates are specified on corrugated metal pipes. The hydraulic head should be specified on the plans. If the hydraulic head is not specified on the plans, the height of fill above the pipe will be considered the hydraulic head. The number of floodgates is listed on the plans in accordance with pipe sizes.

For information maintenance of floodgates, see [[614.5 Maintenance of Floodgates|EPG 614.5 Maintenance of Floodgates]].

==750.7.7 Circular Reinforced Concrete Pipes==
===750.7.7.1 Classes of Strength===
Reinforced concrete pipe is available as any one of five classes designated as Class I, II, III, IV or V. Class V pipe is the strongest design.

===750.7.7.2 Use of Various Classes===
Class I and II pipes are used only for sewers in trenches outside roadbed and street limits. Class I pipe is provided in 60 to 108 in. diameters, inclusive, and is used with fill 12 ft. or less in depth. Class II and III pipes are provided in sizes from 12 in. to 108 in. diameters, inclusive. Class II pipe is used with fill 15 ft. or less in depth and Class III pipe is used with fill 21 ft. or less in depth. Class IV pipe is provided in 12 in. to 84 in. Diameters, inclusive, and is used with fill 33 ft. or less in depth. Class V pipe is provided in sizes from 12 in. to 72 in. diameters, inclusive, and is used with fill 51 ft. or less in depth.

===750.7.7.3 Selection of Pipe Class and Installation Type===
In order for the contractor to select the most economical class of reinforced concrete pipe, the fill height must be shown on the culvert sheets. As shown on [https://www.modot.org/media/16970 Standard Plan 726.30], a range of installation types can be used for each soil category; however, the proper installation type will correspond to the most economical, lowest class of pipe for a given fill height.

===750.7.7.4 Special Design Reinforced Concrete Pipe===

Since pipes are specified by group, there is no need for the designer to select a special pipe design. Rather, the responsibility lies with the choices made by the contractor on the job. If the contractor elects to use reinforced concrete pipe, and the fill height exceeds 51 ft., a special design reinforced pipe may be specified for diameters 36 in. or less. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026] requires the manufacturer, prior to pipe fabrication, to provide design and installation details that must be reviewed by the Bridge Division for compliance with appropriate design standards.

Special design reinforced concrete pipe shall not be used when fill height exceeds 51 ft. with diameters greater than 36 in. This limit is due to installation difficulties associated with larger pipe diameters with the potential for problems increasing under deep fills.

===750.7.7.5 Payment for Bedding===
There is no direct payment or [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm bid item] for any bedding category; however, when an unsuitable bedding material exists, such as rock, payment for a specific bedding material needed for the installation type specified will be included in the Class 3 excavation.

==750.7.8 Fill Settlements==
Fill settlements can seriously affect concrete box structures by opening joints and cracks sufficiently to allow the fill around the culvert to infiltrate into the culvert, thereby creating voids which can cause the roadbed to fail. In areas subject to large settlements, other structure types are considered or the box culvert is designed to withstand the settlement. This requires special box culvert designs and where box culverts are to be so designed, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished with full information, including culvert sections, grades, and anticipated settlement. Box culverts with special collars around joints have been successfully designed and used in areas subject to large fill settlements. Since such structures are expensive, it is sometimes more economical to use other structure types, such as flexible pipe.

==750.7.9 Camber in Culverts==
Camber, as used in culvert design, is defined as the distance the central portion of crossroad structures is constructed above final flowline grade to compensate for anticipated settlement. Typical details for cambering culverts are shown on [https://www.modot.org/media/16970 Standard Plan 726.30]. A structure designed with proper camber will settle to near flowline grade and elevation when it reaches final settlement. All culverts, except those on non-yielding foundations, are cambered at a minimum rate of 0.01 ft/ft of overfill. Cambers of 0.1 ft. or less are not shown on plans. Where the fill settlement is known, culverts are designed with a camber equal to the anticipated settlement. The camber is shown on the culvert section at the roadbed shoulders by amount and flowline elevation.

==750.7.10 Culvert Extensions==
All culvert extensions, both boxes and pipes, are extended with structures meeting current design requirements and standards, regardless of the type of standard of the existing structure. Pipe collars, as detailed on [https://www.modot.org/media/16853 Standard Plan 604.40], are used to connect different types of pipe, and concrete pipe to concrete pipe. For extension of box culverts [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.3.4_Miscellaneous EPG 751.8.3.4 Miscellaneous, Culvert Extensions]. Additional fills on existing box culverts may require a structural analysis of the existing structure by the Bridge Division. If so, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished a print of the completed culvert section and the standard to which the existing structure was designed, if known, for their use in making the analysis.

The unit cost for pipe or box extensions is typically greater than the unit cost for new construction of pipe or box culverts.

For floodplain development permit requirements, see [[748.8 National Flood Insurance Program (NFIP)#748.8.3.3 Culvert Extensions|EPG 748.9.3.3 National Flood Insurance Program (NFIP) - Culvert Extensions]] for structures designed by Bridge or [[127.9 Floodplain Management and the Regulatory Floodway|EPG 127.9 Floodplain Management and the Regulatory Floodway]] for roadway culverts.

==750.7.11 Overfill Heights==
===750.7.11.1 Minimum Fill Heights===
The minimum allowable fill or cover for all structures is 1 ft. at the outside shoulder line, (refer to [[751.1 Preliminary Design#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3 Box Culverts, Roadway Fill]] for details of warping fill over exposed portions of box culverts), with the following exceptions:

*The minimum fill for structural-plate pipe structures is tabulated in [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

* The minimum clearance from the top of pipe structures to the bottom of the aggregate base material is 6 inches.

* The minimum fill for box culverts at the outside shoulder line is the greater of 1 ft. or the pavement thickness plus 4 ½ in. of aggregate base material, with a minimum of 4 ½ in. of aggregate base material under all pavement. Exceptions are special box culverts designed to carry traffic on the top slab.

*For roadways with an ADT ≤ 1700, the minimum fill at the shoulder on the inside of superelevated curves is 18 inches.

*Minimum fill heights for vitrified clay pipe (extra strength) are 4 ft. for the 8 to 21 in. diameters and 3 ft. for the 24 to 36 in. diameters.

Overfill heights which are less than those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

===750.7.11.2 Design Fill Heights===
For standard concrete box culverts if design fill is between tabulated design fills, use the next greater tabulated design fill, except for design fills between 2 ft. and 4 feet. For design fills between 2 ft. and 4 ft. use the greater member thickness, area of reinforcement and bar dimensions from the 2 ft. and 4 ft. tabulated design fills. For pipe culverts where the fill height is between values tabulated for design, the design fill height is taken to the next increment requiring the higher design. Pipe culverts are designed throughout their length for the maximum design condition except in the case of structural plate pipe.

A single fill height, representing the maximum height of fill over the culvert, can be used for most box culverts. Additional fill heights may be used for longer culverts, as described in [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.2.2_Design_Fill EPG 751.8.2.2 Design Fill]. Generally, no more than two or three fill heights should be required. When multiple fill heights are used, consideration should be given to the potential for future widening of the roadbed.

Design fill heights for all pipe culverts specified by "Group" are shown on the "B" sheets. The allowable overfill heights for corrugated metal pipe-arches and structural plate pipes are tabulated in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]] and [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]]. These overfill heights indicate both a minimum and a maximum, neither of which should be exceeded. If overfill heights exceed the range shown, a different gage may be necessary and a special design is requested from the Central Office. A special design is also requested for pipe-arches of a size not listed in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]]. If a different gage is necessary, the plans specify the gage required. Where overfill heights are greater than shown in the figure, consideration should be given to round pipe. The gage for structural plate pipe is specified on the plans and may be changed throughout the length of the structure, where economically feasible, dependent on the fill heights in accordance with [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

===750.7.11.3 Maximum Fill Heights===
====750.7.11.3.1 Box Culverts====
For design fill heights of less than 1 ft. or exceeding 50 ft., a special design request is made to [https://modotgov.sharepoint.com/sites/br Bridge Division]. A plat showing the culvert location and a cross section at the culvert location should be provided with the request. A special sheet with structural details will be returned to the district. Input on pay item quantities will also be provided.

====750.7.11.3.2 Pipes====
Design overfill heights which are in excess of those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

For fill heights exceeding the values tabulated on [https://www.modot.org/media/16970 Std. Plan 726.30] for circular reinforced concrete pipe diameters 36 in. or less, the contractor has the option to supply a special design reinforced concrete pipe in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026].

==750.7.12 Culvert Grades==
Crossroad drainage structures are usually placed parallel to the natural stream slope or the ditch slope in which the culvert is being placed. The invert of most culverts with a width or diameter larger than 48 in. are required to be embedded a minimum of 1 ft. below the natural ditch grade due to [[#750.7.3 Environmental Requirements|environmental requirements]]. Culverts that are not embedded should have a minimum slope of 0.3% to reduce the chances of an adverse slope being created if there is any settlement at the inlet. 0% slopes may be used in special cases or where flow may occur in either direction. Culverts with slopes greater than 10% or with drops more than 25’ may require special connections between culvert sections. See FHWA's ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'' for additional details. Erosion may be a problem at the outlet end of culverts on steep slopes which sometimes can be reduced by breaking the slope within the culvert. Slope breaks can also be used to reduce structure excavation. Drop structures can be used at the inlet end of culverts to reduce the slope through the culvert. Drop structures are used with discretion because of the ponding upstream, and because of the unstable condition that may be created by the ponding.

Guidance about controlling slopes for [[750.4 Storm Sewers|storm sewers]] and [[750.5 Sanitary Sewers|sanitary sewers]] is available.

The slope for pipes for median drop inlets is broken in accordance with the requirements and details illustrated on [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].

==750.7.13 Culvert Lengths==
Culvert lengths are determined graphically by scaling from the culvert sections. The lengths are obtained by intersection of the structure with slope lines as shown on the culvert standard plans, and as described in the following sections. Precise lengths are not computed. In questionable cases a longer length is used. Skewed slopes used for culvert sections are shown on [[Media:750.7.13 Slopes for Skewed Culvert Sections.pdf|Slopes for Skewed Culvert Sections]]. Intermediate values are interpolated.

===750.7.13.1 Box Culverts===
For additional information on culvert length, see [[751.1 Preliminary Design#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length]]. For maximum length of box culver barrels and box culvert cut sections, refer to [[751.8 LRFD Concrete Box Culverts#751.8.3.1 Joints|EPG 751.8.3.1 Joints, Transverse Joints]] and [[751.8 LRFD Concrete Box Culverts#751.8.1.3 Barrel Section Dimensions|EPG 751.8.1.3 Barrel Section Dimensions]].

===750.7.13.2 Pipes===
The length of pipe culverts with headwalls is 2 ft. longer than the distance between headwalls. Pipe headwalls are designed on a flat grade, regardless of the grade of the pipe. The length of pipe culverts not beveled and without headwalls is the distance between the slope lines at the flowline. Corrugated metallic-coated steel pipe lengths are scaled to the next higher even foot. Other pipe lengths are scaled to the next higher 1.0 ft. The length of corrugated metallic-coated steel pipes with beveled ends is 2 ft. longer than the distance between the intersection of the slope lines and the centerline of the pipe scaled to the next higher even foot. Pipe bends and special connections are not listed as a pay item on the plans. The plans should include notes to the effect that such items are required and that their costs are included in other items. The plans include, usually on the culvert sections, sufficient dimensions and detail to fabricate pipe with bends or special connections.

==750.7.14 Excavation for Structure==
See [[:Category:206 Excavation for Structures|EPG 206 Excavation for Structures.]]

==750.7.15 Connections==
The plans provide for connecting new structures to existing structures, and connecting different types of new structures. The plans do not include an item for the connection of pipes to existing manholes, box culverts, drop inlets or sewer pipes. The plans do include the pipe collar item for connecting different types of pipe or different sizes of pipes. Details for pipe collars are shown on [https://www.modot.org/media/16853 Standard Plan 604.40].

==750.7.16 Culvert Cleanout==
Information needed to properly estimate culvert cleanout items are:
*Location of culvert by station
*Type of culvert, i.e. corrugated metal or concrete
*Length of culvert
*Size of culvert

This information should be listed for each culvert to be cleaned out on the 2B sheets under the heading "Culvert Cleanout, Estimated." This information should be obtained from existing plans; no field measurement is required.

==750.7.17 Slotted Drains==
Slotted drains may be used to assist in drainage across entrances or very short sections of the roadway edge. Consistent hydraulic characteristics are not available, so slotted drains should not be expected to completely drain a pavement area. Chapter 4 of the FHWA Hydraulic Engineering Circular 22, "HEC-22 Urban Drainage Design" provides guidance for the design of slotted drains. The plans provide for the contractor to select among different styles of slotted drains (See [https://www.modot.org/media/16854 Standard Plan 604.70]). The diameter of pipe and length of slotted drain are specified in the plans.

[[Category:750 Hydraulic Analysis]]

750.7 Non-Hydraulic Considerations

2024-05-20T18:55:07Z

Legged1: /* 750.7.2.4 Outer Roadway Drainage Structures */ removed information that's covered in 750.7.6

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Metal and Concrete Pipe'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri07058/or08014.pdf Report 2008]
|-
|'''High Density Polyethylene (HDPE) Pipe Culverts'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.htm Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.pdf Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.htm Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
==750.7.1 General==
Drainage structures are located and designed to adequately handle runoff across improvements and to handle runoff from the improvement. Non-Hydraulic Considerations presents criteria pertaining to the selection of culvert and storm sewer material and appurtenances. The hydraulic design of culverts and other drainage facilities is discussed in other articles under [[:Category:750 Hydraulic Analysis|Hydraulic Analysis]].

==750.7.2 Types==
Permissible culvert pipe types are separated into the following groups.

<div id="Permissible Pipe Types by Group"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''Permissible Pipe Types by Group'''
! style="background:#BEBEBE"|Group A (ADT>3500) !! style="background:#BEBEBE"| Group B (ADT≤3500) !! style="background:#BEBEBE"|Group C (Other Applications)
|-
| Reinforced Concrete || Group A Pipe || Group A Pipe
|-
| Vitrified Clay || || Group B Pipe
|-
| Aluminum Coated Steel || Double Wall Polypropylene ≤60 in. ||
|-
| Polymer Coated Steel || High Density Polyethylene, Corrugated ≤60 in. || Zinc-Coated Steel
|-
| Aluminum Alloy || Steel Reinforced Polyethylene ≤60 in. || Bituminous-Coated Steel
|-
| Triple Wall Polypropylene ≤60 in. || rowspan="6" colspan="2" |
|-
| Double Wall Polypropylene ≤30 in.
|-
| High Density Polyethylene, Corrugated ≤24 in.
|-
| Steel Reinforced Polyethylene ≤24 in.
|-
| Polyvinyl chloride ≤36 in.
|}

In general, there are two methods of specifying the permissible culvert types dependent upon the design ADT. For most applications, a group of culvert types is specified as described in succeeding sections. For special situations, a qualified pipe group may be specified, as described in [[#750.7.2.5 Installations for Special Situations|Installations for Special Situations]]. The final selection of the structure type is based on requirements in the standard specifications, on good engineering judgment, and economy with consideration of service and maintenance costs.

===750.7.2.1 Roadways with ADT > 3500===
For roadways with ADT > 3500, Group A pipe will be specified for crossroad structures, except for the following conditions:

*Reinforced concrete box culverts are specified when it is more economical to build the reinforced box culvert than it is to provide an equivalent pipe culvert.
*Vitrified clay pipe (extra strength) is specified when the purpose of the culvert is a sanitary sewer.
*Group B pipe should be specified for the portion of median outlet pipes outside the edge of pavement where such pipes are located on high fills requiring a break in flowline grade. Details for such installations are illustrated in [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].
*Group B pipe is specified to drain drop inlets into crossroad drainage structures when such installation necessitates a steep flowline grade and when the pipe will not extend under the pavement or in other non-traffic areas, such as behind guardrail at median piers.

Pipes of 12 in. and 15 in. are not used except as outlets from drop inlets and in storm sewer systems.

The requirements for using reinforced concrete pipe or vitrified clay pipe for structures may be waived if conditions warrant, such as poor structure foundation conditions, high fills, simplification of handling traffic, etc.

===750.7.2.2 Roadways with ADT ≤ 3500===
For roadways with ADT ≤ 3500, Group B pipe should be specified for crossroad structures. The hydraulic design computations for Group B pipe should be performed for both corrugated and smooth wall pipe. The pay item for the corrugated pipe size should be used. At each pipe location on the plans, both the corrugated and equivalent smooth wall diameters should be shown as in the following examples:

:::36" Group B Pipe (30")
:::36" Group B Pipe (36")

The equivalent smooth wall diameter must be shown whether the size is equal to or less than the corrugated size. The standard specifications for pipe and end sections describe the nomenclature for this procedure. Some exceptions to specifying Group B on the plans are the following:

*Reinforced concrete box culverts should be considered for pipes larger than 60 in. diameter.
*Reinforced concrete pipe, corrugated polyethylene pipe or polyvinyl chloride pipe should be specified for locations where high acidity or alkalinity of soils or waters or other abrasive or corrosive elements are present.
*Corrugated metallic-coated steel pipe-arch structures in sizes B-5 and larger may be specified where necessary because of limited allowable structure height. A battery of round pipes or a single elliptical reinforced concrete pipe may be considered in lieu of B-1 through B-4 corrugated metallic-coated steel pipe-arch structures.
*Elliptical reinforced concrete pipe may be specified in special cases, usually for storm sewers, where necessary because of limited allowable structure height.

Pipes of 12 in. and 15 in. are not used for crossroad culverts, except where the use of an 18 in. pipe will create an unsightly or impracticable drainage condition.

Corrugated polyethylene pipe (Type S) and polyvinyl chloride pipe are double walled, full circular cross section pipes, with an outer corrugated wall and a smooth inner liner. Only 12 to 60 in. diameter sizes of corrugated polyethylene, or 12 to 48 in. diameter sizes of PVC pipe, are approved for use on highway projects. Corrugations may be either annular or helical. Headwall protection is provided by means of a beveled pipe end treatment, safety slope end section, or metal or concrete flared end sections. [https://www.modot.org/missouri-standard-specifications-highway-construction Section 728] of the Standard Specifications require all PVC pipes to have an end section of one of the other Group B pipe materials to protect from ultraviolet degradation where the end of the pipe is exposed.

===750.7.2.3 Roadways and Roadside Applications with ADT < 1700===
For roadways, side roads, and entrances with ADT < 1700 Group C pipe should be specified using the same method for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]]. For information regarding replacement of failed driveway drainage pipes see [[:Category:941 Permits and Access Requests#941.9.8.4 Drainage Structures|EPG 941.9.8.4 Drainage Structures]].

===750.7.2.4 Outer Roadway Drainage Structures===
Outer roadway drainage structures shall be selected by ADT as described above. Continuous drainage structures extending under outer roadways are designed to the same standard as required for the portion of the structure under the main roadway. Since a continuous drainage structure usually increases the standard for the portion under the outer roadway, it is usually more economical to use independent structures. Where continuous structures are used, the runoff between the outer roadway and the main roadway is usually carried into the crossroad structure by drop inlets and pipe. Where the crossroad structure is a relatively small pipe, the drop inlet is constructed in the crossroad structure.

For drainage applications other than crossroad pipes, such as entrances, side roads and median drainage, Group C pipe may be specified. In special cases where low clearance exists and the structure is essentially at right angles on roads with less than 400 ADT, pipe arches with flared end sections may be specified.

===750.7.2.5 Installations for Special Situations===
For installations on a project which normally would require a pipe group option, special conditions may exist which would justify the specifying of a qualified pipe group type. Justification for the selection of a qualified group pipe type include, but are not limited to, unstable foundation, high embankments, high erosive forces, highly abrasive or corrosive conditions, high fire hazard or other pertinent reasons. When any one or a combination of these factors exist, the culvert pipe type(s) best suited to resist such destructive forces is selected and specified by excluding pipe types from a specified group with a note on the plans or Job Special Provision. When a qualified pipe group is specified, the reasons for such selection are included in the letter of transmittal of the plans.

===750.7.2.6 Storm Sewers===
The permissible storm sewer type under the paved portion and any planned widening of roadways with ADT greater than 3500 is Group A pipe. All other applications of storm sewer are Group B pipe. The standard specifications require that corrugated metal culvert pipes used for storm sewer be smooth interior pipe types, so that consistent hydraulic characteristics may be assumed during design of the entire interconnected system.

===750.7.2.7 Multiple Opening Installations===
Multiple opening structures, either boxes or pipes, are used only as required where the allowable structure height is restricted. Where multiple pipes are constructed, the pipes are separated by a distance of 1/2 their outside diameter, or a minimum of 1 ft., whichever is greater.

===750.7.2.8 Temporary Installations===
For bypasses, crossovers or other temporary installations, regardless of design ADT, Group C pipe should be specified using the same method as for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]].

==750.7.3 Environmental Requirements==

[https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.1_Overview Waters of the United States] are under the jurisdiction of the U.S. Army Corps of Engineers (COE) which has implemented a [http://usace.contentdm.oclc.org/utils/getfile/collection/p16021coll11/id/2654 Regional Condition], affecting new and replacement culverts, to [[127.4 Wetlands and Streams|Section 404 Nationwide Permits]] (all Nationwide Permits including NWP 14, Linear Transportation Projects and NWP 3, Maintenance Activities) for Missouri.

If meeting the requirements of the Regional Condition is not feasible, or requires unreasonable measures or expense, a waiver can be requested from the COE. For more information, or to request a waiver, contact a Wetlands Specialist in the [https://modotgov.sharepoint.com/sites/DE/SitePages/Environmental-&-Historic-Preservation.aspx Environmental Section] of the Design Division.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|Summary of COE Regional Condition Requirements for New and Replacement Culverts
|-
! style="background:#BEBEBE" colspan="4"|Culvert Opening Width<br/>(Total Width of All Culverts Within the Stream)<sup>1</sup> !! style="background:#BEBEBE" |≤ 4 ft.!! style="background:#BEBEBE" width="550" colspan="3"|> 4 ft.
|-
|colspan="4" rowspan="2"|Invert Embedment ||rowspan="2"|Flush or Below Natural Stream Bottom ||rowspan="2"|Stream Type||Perennial<br/>Intermittent||1 ft. (min.) below natural stream bottom<sup>2</sup>
|-
|Ephemeral||Flush or Below Natural Stream Bottom
|-
|rowspan="3"|Hydraulics||rowspan="3"|Stream Type|| Perennial||rowspan="3"|Flow Area||rowspan="3"|No requirement ||colspan="3"|Minimum of 85% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Intermittent||colspan="3"| Minimum of 50% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Ephemeral ||colspan="3"| No Requirement
|-
|colspan="8" align="left"|'''<sup>1</sup>''' Diameter for circular culverts; multiple culverts or barrels are considered to be one culvert
|-
|colspan="8" align="left"|'''<sup>2</sup>''' Flush with natural stream bottom for streams with non-erodible beds.
|}
</center>

===750.7.3.1 Stream Classifications===
A list, of perennial and intermittent streams, is available in [[127.4 Wetlands and Streams#127.4.1.1 Overview|EPG 127.4.1.1 Overview]]. This list does not include all perennial and intermittent streams in the state. Streams not listed in this list or thought to be a different class than what is represented, should be further evaluated to determine their classification. The Wetlands Specialist in the Environmental Section of the Design Division will likely have visited the site and have, photos and/or, notes on the stream classification. The following sources are examples of information that may be used to aid in determination of the stream classification:

:* Survey Field Notes from Wetland Specialist and/or Survey Crew
:* Bridge Survey Report
:* USGS Topographical Maps
:* Photos
:* Aerial or Satellite Imagery

===750.7.3.2 Embedment Requirements===
The regional condition encourages the use of single culverts. If multiple culverts are used, all must be embedded to the same invert elevation.

:'''Perennial and Intermittent Streams'''
::<u>Total width of all culverts within the stream channel > 4’ (diameter for circular culverts):</u>
:::* Culvert Extensions and Repairs – No Embedment Required
:::* New and Replacement Culverts
:::::* 1’ minimum embedment of culvert invert below natural stream bottom, except that:
:::::* Invert may be placed flush with stream bottom in non-erodible channels.
:::::* Invert should be embedded deeper in streams with highly erodible beds.
::<u>Total width of all culverts within the stream channel < 4’ (diameter for circular culverts):</u>
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

:'''Ephemeral Streams'''

::* Culvert Extensions and Repairs – No Embedment Required
::* New and Replacement Culverts
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

The embedded area shall be allowed to naturally backfill and shall not be included as part of the flow area for hydraulic design calculations.

On streams with highly erodible beds, grade control measures may be applied as necessary to prevent erosion and maintain aquatic life movement.

===750.7.3.3 Hydraulic Requirements===
In addition to the embedment requirements, new and replacement culverts with a width (diameter for circular culverts) greater than 4 ft. (total width of all culverts within the stream channel), on perennial and intermittent streams are required to convey a portion of the bankfull flow area.

Bankfull flow area is the area within the stream channel between the bankfull stage and the bottom of the channel. Bankfull stage is defined as the lowest bank elevation where water begins to overflow on the floodplain. On highly incised streams, where the bankfull stage is higher than a 100-yr. flood event, contact a Wetlands Specialist in the Environmental section for consultation with the Corps to determine the appropriate bankfull stage.

Once the bankfull stage and associated area have been determined the minimum area of the culvert can be determined. The Regional Condition provides guidance for the following [[127.4 Wetlands and Streams#127.4.1.1 Overview|regulated stream types]]:

:1) Perennial streams: 85% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.
:2) Intermittent streams: 50% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.

[[image:750.7.3.2.jpg|center|750px]]

==750.7.4 Box Culverts==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="320px" align="right"
|-
|align="center"|'''Additional Info for the Districts'''
|-
|The Bridge Division has prepared the [[media:751.8 Reference Guide SBC 2016.pdf|Reference Guide SBC]] for laying out and plan reporting details of concrete single box culverts (SBC) using the standard plans.
|}

===750.7.4.1 Standard Plans===
The standard plans were designed for the HL-93 design loading. The standard plans may be used for all culverts on the state system with [[#750.7.11.2 Design Fill Heights|design fill heights]] of one foot thru 50 feet.
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Index to Box Culvert Standard Plans'''
! colspan="2" style="background:#BEBEBE"|General Details
|-
|Wing J-bars & Wing Backfill Slopes ||width="100"|[https://www.modot.org/media/16943 703.37]
|-
|Cutting Details for Partial Removal ||[https://www.modot.org/media/16944 703.38]
|-
|Pipe Inlets ||[https://www.modot.org/media/16954 703.60]
|-
|Bar Supports for Concrete ||[https://www.modot.org/media/16963 706.35]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Culvert Details||style="background:#BEBEBE"| Single Box||style="background:#BEBEBE"| Double Box|| style="background:#BEBEBE"| Triple Box
|-
|Square - Straight Wings||[https://www.modot.org/media/16931 703.10] || [https://www.modot.org/media/16945 703.40] ||[https://www.modot.org/media/16955 703.80]
|-
|Square - Flared Wings ||[https://www.modot.org/media/16933 703.11] ||[https://www.modot.org/media/16946 703.41] ||[https://www.modot.org/media/16956 703.81]
|-
|Left Ahead - Straight Wings ||[https://www.modot.org/media/16934 703.12] || [https://www.modot.org/media/16947 703.42] ||[https://www.modot.org/media/16957 703.82]
|-
|Left Ahead - Flared Wings ||[https://www.modot.org/media/16936 703.13] ||[https://www.modot.org/media/16948 703.43] ||[https://www.modot.org/media/16958 703.83]
|-
|Right Ahead - Straight Wings ||[https://www.modot.org/media/16937 703.14] ||[https://www.modot.org/media/16950 703.44] || [https://www.modot.org/media/16959 703.84]
|-
|Right Ahead - Flared Wings ||[https://www.modot.org/media/16940 703.15] ||[https://www.modot.org/media/16951 703.45] ||[https://www.modot.org/media/16960 703.85]
|-
|Cut Sections ||[https://www.modot.org/media/16941 703.16] ||[https://www.modot.org/media/16952 703.46] ||[https://www.modot.org/media/16961 703.86]
|-
|Member Size & Reinforcement Tables ||[https://www.modot.org/media/16942 703.17] ||[https://www.modot.org/media/16953 703.47] ||[https://www.modot.org/media/16962 703.87]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Standard Box Culvert Sizes'''
! style="background:#BEBEBE" colspan="2"| !!colspan="14" width="650"|Span (ft.)!!style="background:#BEBEBE" |
|-
!style="background:#BEBEBE" colspan="2"| !! 3!! 4!!5!! 6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!! style="background:#BEBEBE"|
|-
|rowspan="15"|'''Height<br/>(ft.)''' ||'''2'''|| X|| X||style="background:#BEBEBE" colspan="12"| ||'''2'''
|-
| '''3'''|| X|| X|| X|| X||style="background:#BEBEBE" colspan="10"| || ''' 3'''
|-
| '''4'''|| X|| X|| X|| X|| X|| X||style="background:#BEBEBE" colspan="8"| || '''4'''
|-
|'''5'''|| X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="6"| ||'''5'''
|-
|'''6'''||'''A'''||X||X||X|| X||X||X||X||X|| X||style="background:#BEBEBE" colspan="4"| || '''6'''
|-
|'''7'''||style="background:#BEBEBE"| ||X||X||X||X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="2"| || '''7'''
|-
|'''8'''||style="background:#BEBEBE" colspan="2"| ||X||X||X||X||X||X||X||X||X||X||X||X||'''8'''
|-
|'''9'''||style="background:#BEBEBE" colspan="3"| ||X||X||X||X||X||X||X||X||X||X||X|| '''9'''
|-
|'''10'''||style="background:#BEBEBE" colspan="4"| || X||X||X||X||X||X||X||X||X||X|| '''10'''
|-
|'''11'''||style="background:#BEBEBE" colspan="5"| || X||X||X||X||X||X||X||X||X|| '''11'''
|-
|'''12'''|| style="background:#BEBEBE" colspan="6"| ||X||X||X||X||X||X||X||X|| '''12'''
|-
|'''13'''|| style="background:#BEBEBE" colspan="7"| ||X||X||X||X||X||X||X|| '''13'''
|-
|'''14'''|| style="background:#BEBEBE" colspan="8"| ||X||X||X||X||X||X|| '''14'''
|-
|'''15'''|| style="background:#BEBEBE" colspan="9"| ||X||X||X||X||X|| '''15'''
|-
|'''16'''|| style="background:#BEBEBE" colspan="10"| || X||X||X||X|| '''16'''
|-
!style="background:#BEBEBE" colspan="2"| !!3!!4!!5!!6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!!style="background:#BEBEBE"|
|-
|colspan="17" align="left"| '''X''' = single, double and triple box
|-
|colspan="17" align="left"| '''A''' = double and triple box only
|}

</center>

===750.7.4.2 Abrasion of Interior Surfaces===

The Core Team shall determine whether abrasion of the interior surfaces of the box culvert from large rocks or boulders is likely. If abrasion is to be considered, a structural design performed by the Bridge Division will be required. For guidance in determining when abrasion should be considered in culvert design, refer to the following documents:

:• Schall, J.T., etal., 2012 ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'', Federal Highway Administration, Publication No. FHWA-HIF-0112-026

:• NRC. 1978. “Durability of Drainage Pipe.” ''NCHRP Synthesis of Highway Practice No. 50''. Transportation Research Board, National Research Council, Washington, DC, p. 37.

===750.7.4.3 Summary of Responsibilities===
<center>
<div id="Responsibilities for Multiple Opening Installations"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Responsibilities for Box Culvert'''
! rowspan="2" style="background:#BEBEBE"|Drainage Area (Acres) !! rowspan="2" style="background:#BEBEBE"| Number of Cells !! rowspan="2" style="background:#BEBEBE"| Design Fill in Standard Plans !! colspan="2" style="background:#BEBEBE"| Responsible Entity !! rowspan="2" style="background:#BEBEBE"| Bridge Number !! rowspan="2" style="background:#BEBEBE"| Pay Items, Job Specials, Estimate
|-
! style="background:#BEBEBE"| Hydraulics !! style="background:#BEBEBE"| Final Plans
|-
| <1000 || 1 || Yes || District || District* || No || Roadway
|-
| <1000 || 1 || No || District || Bridge Division** || No || Roadway
|-
| <1000 || 2 or 3 || N/A || District || Bridge Division || Yes || Bridge
|-
| >1000 || 1, 2 or 3 || N/A || Bridge Division || Bridge Division || Yes || Bridge
|-
| colspan="7" align="left"| * Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot) when abrasion design is required
|-
| colspan="7" align="left"| ** Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot)
|}
</center>

For drainage areas of 1000 acres and less which require a structure designed by Bridge Division (multiple cell box, etc.), the district shall make the necessary hydraulic analysis and provide the following information to Bridge Division for each structure for placement on the plans:

:* [[#750.7.4.4 Size|Box Culvert Size]]
:* Drainage Area
:* [https://epg.modot.mo.gov/index.php?title=748.6_High_Water_Surface_Elevation Base Flood Elevation], discharge, [[748.4 Headwater and Backwater|backwater]] and culvert outlet velocity.
:* [https://epg.modot.org/index.php?title=748.6_High_Water_Surface_Elevation#748.6.1_Design_Flood_Elevation Design Flood Elevation], [https://epg.modot.org/index.php?title=Category:749_Hydrologic_Analysis#749.2.1_Design_Frequency_Criteria Design Frequency] and discharge.
:* [https://epg.modot.org/index.php?title=748.2_Roadway_Design_Criteria#748.2.3_Overtopping_Flood Overtopping Flood] discharge and frequency.

Multiple cell box structures for drainage areas of 1000 acres and under require that the final plans be done by Bridge Division. Where such plans are required, [https://modotgov.sharepoint.com/sites/br Bridge Division] shall be furnished with the grade across the structure, typical section, and any other necessary information.

===750.7.4.4 Size===

Hydraulic and environmental factors will control the required size of the box culvert. The size of the box culvert will affect the fill slopes and the culvert length. In special cases, a more economical box culvert may be attained by increasing the height of the culvert opening. Box culvert sizes are indicated on the plans as "(span) x (height)".

===750.7.4.5 Guardrail Attachment===

When guardrail is provided over a box culvert and the fill over the culvert provides less than 3’ 8” embedment of guardrail posts, guardrail attachments to the culvert shall be provided unless one of the following applies:

:1) No guardrail required if [[231.2 Clear Zones|clear zones]] are provided.
:2) For smaller box culverts a long span guardrail system as shown in [https://www.modot.org/media/16856 Standard Plan 606.00] may be used to eliminate posts over the culvert.

Guardrail posts attached to the top slab of the culvert shall have at least a 10” distance between the face of the headwall and the center of the guardrail post.

===750.7.4.6 Concrete Type===

All district designed concrete culvert designs should use Class B-1 Concrete, as reflected in the general notes of the culvert design standard plans. For these items, unit bid item 7034041 CLASS B1 CONCRETE (CULVERTS) should be used.

==750.7.5 Pipe Headwalls==
Type S pipe headwalls may be used in lieu of drop inlets for median pipes for medians 60 ft. wide or wider. Details for Type S pipe headwalls are shown on [https://www.modot.org/media/16844 Standard Plan 604.05].

==750.7.6 End Treatment==
End treatments on culverts provide safety benefits for errant vehicles, improved structural support for pipe ends, and improved hydraulic flow for pipe entrances. All pipe ends in the clear zone require some type of end treatment. Outside of the clear zone, considerations of hydraulics, aesthetics or soil erosion may warrant the use of an end section.

The following table contains minimum usage of end treatments as discussed in the ''Roadside Design Guide''. This table and the following discussion should be used with site specific factors, including maintenance concerns, to determine the safe and cost-effective end treatment for each culvert. The ''Roadside Design Guide'' (Chapter 3) has additional discussion of cross-drainage and parallel drainage structures.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''End Section Requirements'''
! colspan="4" style="background:#BEBEBE"|Within Clear Zone !! style="background:#BEBEBE" width="250"| Outside Clear Zone
|-
| colspan="2" | <center>Crossroad Culverts</center>|| colspan="2" | <center>Parallel Culverts</center>|| rowspan="4" | <center>Permissible to have no end treatment; consider FES or BET especially for ADT ≥ 400</center>
|-
| <center>Single Pipes</center> || <center>Multiple Pipes</center> || <center>Single Pipes</center> || <center>Multiple Pipes</center>
|-
| <center>≤ 36 in. diameter use BET or FES</center>|| <center>≤ 30 in. diameter use BET or FES</center>|| <center>≤ 24 in. diameter BET or FES</center>|| rowspan="2" | <center>Consider SSES for       ≤ 24 in. diameter</center>
|-
| <center>> 36 in. diameter use SSES</center> || <center>> 30 in. diameter use SSES</center> || <center>> 24 in. diameter use SSES</center>
|-
| colspan="5" | FES = Flared End Section<br/>BET = Beveled Pipe End Treatment<br/>SSES = Safety Slope End Section
|}

===750.7.6.1 Flared End Sections===
Flared end sections may be used on concrete, metal, or plastic pipes as shown on [https://www.modot.org/media/16975 Standard Plan 732.00]. Where flared end sections are used on skewed pipe, the section is placed on the same line as the pipe and the fill slope is warped to fit.

===750.7.6.2 Beveled Pipe End Treatment===
Beveled pipe end treatment may be used on either corrugated metal or plastic pipes as shown on [https://www.modot.org/media/16976 Standard Plan 732.05]. All beveled pipes use encasement. Corrugated steel pipe-arches are not beveled. In general, the bevel should not be flatter than 1V:6H nor should the skew exceed 15 degrees. If these controls are exceeded, special consideration is given to the use of headwalls, riprap, or slope pavement to stiffen the structure against uneven loading from the embankment and the dynamic forces of the water. Proposed designs for these conditions are submitted to the Support Center for approval.

===750.7.6.3 Safety Slope End Sections===
Safety slope end sections are used to reduce the potential for vehicle snagging. End sections with two types of safety treatment for 1V:4H, 1V:6H and 1V:10H slopes are shown in [https://www.modot.org/media/16977 Standard Plan 732.10]. The 2B (Summary of Quantities) sheet should indicate the slope of the end section and whether the end section is for a crossroad or parallel drainage structure.

===750.7.6.4 Floodgates===
Floodgates are specified for the outlet ends of pipes where required to prevent floodwater from backing through the pipe. Type 1 floodgates are specified for concrete pipes. Floodgates for concrete box structures will require a special item number and special provision. Type 2 floodgates are specified on corrugated metal pipes. The hydraulic head should be specified on the plans. If the hydraulic head is not specified on the plans, the height of fill above the pipe will be considered the hydraulic head. The number of floodgates is listed on the plans in accordance with pipe sizes.

For information maintenance of floodgates, see [[614.5 Maintenance of Floodgates|EPG 614.5 Maintenance of Floodgates]].

==750.7.7 Circular Reinforced Concrete Pipes==
===750.7.7.1 Classes of Strength===
Reinforced concrete pipe is available as any one of five classes designated as Class I, II, III, IV or V. Class V pipe is the strongest design.

===750.7.7.2 Use of Various Classes===
Class I and II pipes are used only for sewers in trenches outside roadbed and street limits. Class I pipe is provided in 60 to 108 in. diameters, inclusive, and is used with fill 12 ft. or less in depth. Class II and III pipes are provided in sizes from 12 in. to 108 in. diameters, inclusive. Class II pipe is used with fill 15 ft. or less in depth and Class III pipe is used with fill 21 ft. or less in depth. Class IV pipe is provided in 12 in. to 84 in. Diameters, inclusive, and is used with fill 33 ft. or less in depth. Class V pipe is provided in sizes from 12 in. to 72 in. diameters, inclusive, and is used with fill 51 ft. or less in depth.

===750.7.7.3 Selection of Pipe Class and Installation Type===
In order for the contractor to select the most economical class of reinforced concrete pipe, the fill height must be shown on the culvert sheets. As shown on [https://www.modot.org/media/16970 Standard Plan 726.30], a range of installation types can be used for each soil category; however, the proper installation type will correspond to the most economical, lowest class of pipe for a given fill height.

===750.7.7.4 Special Design Reinforced Concrete Pipe===

Since pipes are specified by group, there is no need for the designer to select a special pipe design. Rather, the responsibility lies with the choices made by the contractor on the job. If the contractor elects to use reinforced concrete pipe, and the fill height exceeds 51 ft., a special design reinforced pipe may be specified for diameters 36 in. or less. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026] requires the manufacturer, prior to pipe fabrication, to provide design and installation details that must be reviewed by the Bridge Division for compliance with appropriate design standards.

Special design reinforced concrete pipe shall not be used when fill height exceeds 51 ft. with diameters greater than 36 in. This limit is due to installation difficulties associated with larger pipe diameters with the potential for problems increasing under deep fills.

===750.7.7.5 Payment for Bedding===
There is no direct payment or [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm bid item] for any bedding category; however, when an unsuitable bedding material exists, such as rock, payment for a specific bedding material needed for the installation type specified will be included in the Class 3 excavation.

==750.7.8 Fill Settlements==
Fill settlements can seriously affect concrete box structures by opening joints and cracks sufficiently to allow the fill around the culvert to infiltrate into the culvert, thereby creating voids which can cause the roadbed to fail. In areas subject to large settlements, other structure types are considered or the box culvert is designed to withstand the settlement. This requires special box culvert designs and where box culverts are to be so designed, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished with full information, including culvert sections, grades, and anticipated settlement. Box culverts with special collars around joints have been successfully designed and used in areas subject to large fill settlements. Since such structures are expensive, it is sometimes more economical to use other structure types, such as flexible pipe.

==750.7.9 Camber in Culverts==
Camber, as used in culvert design, is defined as the distance the central portion of crossroad structures is constructed above final flowline grade to compensate for anticipated settlement. Typical details for cambering culverts are shown on [https://www.modot.org/media/16970 Standard Plan 726.30]. A structure designed with proper camber will settle to near flowline grade and elevation when it reaches final settlement. All culverts, except those on non-yielding foundations, are cambered at a minimum rate of 0.01 ft/ft of overfill. Cambers of 0.1 ft. or less are not shown on plans. Where the fill settlement is known, culverts are designed with a camber equal to the anticipated settlement. The camber is shown on the culvert section at the roadbed shoulders by amount and flowline elevation.

==750.7.10 Culvert Extensions==
All culvert extensions, both boxes and pipes, are extended with structures meeting current design requirements and standards, regardless of the type of standard of the existing structure. Pipe collars, as detailed on [https://www.modot.org/media/16853 Standard Plan 604.40], are used to connect different types of pipe, and concrete pipe to concrete pipe. For extension of box culverts [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.3.4_Miscellaneous EPG 751.8.3.4 Miscellaneous, Culvert Extensions]. Additional fills on existing box culverts may require a structural analysis of the existing structure by the Bridge Division. If so, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished a print of the completed culvert section and the standard to which the existing structure was designed, if known, for their use in making the analysis.

The unit cost for pipe or box extensions is typically greater than the unit cost for new construction of pipe or box culverts.

For floodplain development permit requirements, see [[748.8 National Flood Insurance Program (NFIP)#748.8.3.3 Culvert Extensions|EPG 748.9.3.3 National Flood Insurance Program (NFIP) - Culvert Extensions]] for structures designed by Bridge or [[127.9 Floodplain Management and the Regulatory Floodway|EPG 127.9 Floodplain Management and the Regulatory Floodway]] for roadway culverts.

==750.7.11 Overfill Heights==
===750.7.11.1 Minimum Fill Heights===
The minimum allowable fill or cover for all structures is 1 ft. at the outside shoulder line, (refer to [[751.1 Preliminary Design#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3 Box Culverts, Roadway Fill]] for details of warping fill over exposed portions of box culverts), with the following exceptions:

*The minimum fill for structural-plate pipe structures is tabulated in [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

* The minimum clearance from the top of pipe structures to the bottom of the aggregate base material is 6 inches.

* The minimum fill for box culverts at the outside shoulder line is the greater of 1 ft. or the pavement thickness plus 4 ½ in. of aggregate base material, with a minimum of 4 ½ in. of aggregate base material under all pavement. Exceptions are special box culverts designed to carry traffic on the top slab.

*For roadways with an ADT ≤ 1700, the minimum fill at the shoulder on the inside of superelevated curves is 18 inches.

*Minimum fill heights for vitrified clay pipe (extra strength) are 4 ft. for the 8 to 21 in. diameters and 3 ft. for the 24 to 36 in. diameters.

Overfill heights which are less than those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

===750.7.11.2 Design Fill Heights===
For standard concrete box culverts if design fill is between tabulated design fills, use the next greater tabulated design fill, except for design fills between 2 ft. and 4 feet. For design fills between 2 ft. and 4 ft. use the greater member thickness, area of reinforcement and bar dimensions from the 2 ft. and 4 ft. tabulated design fills. For pipe culverts where the fill height is between values tabulated for design, the design fill height is taken to the next increment requiring the higher design. Pipe culverts are designed throughout their length for the maximum design condition except in the case of structural plate pipe.

A single fill height, representing the maximum height of fill over the culvert, can be used for most box culverts. Additional fill heights may be used for longer culverts, as described in [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.2.2_Design_Fill EPG 751.8.2.2 Design Fill]. Generally, no more than two or three fill heights should be required. When multiple fill heights are used, consideration should be given to the potential for future widening of the roadbed.

Design fill heights for all pipe culverts specified by "Group" are shown on the "B" sheets. The allowable overfill heights for corrugated metal pipe-arches and structural plate pipes are tabulated in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]] and [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]]. These overfill heights indicate both a minimum and a maximum, neither of which should be exceeded. If overfill heights exceed the range shown, a different gage may be necessary and a special design is requested from the Central Office. A special design is also requested for pipe-arches of a size not listed in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]]. If a different gage is necessary, the plans specify the gage required. Where overfill heights are greater than shown in the figure, consideration should be given to round pipe. The gage for structural plate pipe is specified on the plans and may be changed throughout the length of the structure, where economically feasible, dependent on the fill heights in accordance with [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

===750.7.11.3 Maximum Fill Heights===
====750.7.11.3.1 Box Culverts====
For design fill heights of less than 1 ft. or exceeding 50 ft., a special design request is made to [https://modotgov.sharepoint.com/sites/br Bridge Division]. A plat showing the culvert location and a cross section at the culvert location should be provided with the request. A special sheet with structural details will be returned to the district. Input on pay item quantities will also be provided.

====750.7.11.3.2 Pipes====
Design overfill heights which are in excess of those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

For fill heights exceeding the values tabulated on [https://www.modot.org/media/16970 Std. Plan 726.30] for circular reinforced concrete pipe diameters 36 in. or less, the contractor has the option to supply a special design reinforced concrete pipe in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026].

==750.7.12 Culvert Grades==
Crossroad drainage structures are usually placed parallel to the natural stream slope or the ditch slope in which the culvert is being placed. The invert of most culverts with a width or diameter larger than 48 in. are required to be embedded a minimum of 1 ft. below the natural ditch grade due to [[#750.7.3 Environmental Requirements|environmental requirements]]. Culverts that are not embedded should have a minimum slope of 0.3% to reduce the chances of an adverse slope being created if there is any settlement at the inlet. 0% slopes may be used in special cases or where flow may occur in either direction. Culverts with slopes greater than 10% or with drops more than 25’ may require special connections between culvert sections. See FHWA's ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'' for additional details. Erosion may be a problem at the outlet end of culverts on steep slopes which sometimes can be reduced by breaking the slope within the culvert. Slope breaks can also be used to reduce structure excavation. Drop structures can be used at the inlet end of culverts to reduce the slope through the culvert. Drop structures are used with discretion because of the ponding upstream, and because of the unstable condition that may be created by the ponding.

Guidance about controlling slopes for [[750.4 Storm Sewers|storm sewers]] and [[750.5 Sanitary Sewers|sanitary sewers]] is available.

The slope for pipes for median drop inlets is broken in accordance with the requirements and details illustrated on [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].

==750.7.13 Culvert Lengths==
Culvert lengths are determined graphically by scaling from the culvert sections. The lengths are obtained by intersection of the structure with slope lines as shown on the culvert standard plans, and as described in the following sections. Precise lengths are not computed. In questionable cases a longer length is used. Skewed slopes used for culvert sections are shown on [[Media:750.7.13 Slopes for Skewed Culvert Sections.pdf|Slopes for Skewed Culvert Sections]]. Intermediate values are interpolated.

===750.7.13.1 Box Culverts===
For additional information on culvert length, see [[751.1 Preliminary Design#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length]]. For maximum length of box culver barrels and box culvert cut sections, refer to [[751.8 LRFD Concrete Box Culverts#751.8.3.1 Joints|EPG 751.8.3.1 Joints, Transverse Joints]] and [[751.8 LRFD Concrete Box Culverts#751.8.1.3 Barrel Section Dimensions|EPG 751.8.1.3 Barrel Section Dimensions]].

===750.7.13.2 Pipes===
The length of pipe culverts with headwalls is 2 ft. longer than the distance between headwalls. Pipe headwalls are designed on a flat grade, regardless of the grade of the pipe. The length of pipe culverts not beveled and without headwalls is the distance between the slope lines at the flowline. Corrugated metallic-coated steel pipe lengths are scaled to the next higher even foot. Other pipe lengths are scaled to the next higher 1.0 ft. The length of corrugated metallic-coated steel pipes with beveled ends is 2 ft. longer than the distance between the intersection of the slope lines and the centerline of the pipe scaled to the next higher even foot. Pipe bends and special connections are not listed as a pay item on the plans. The plans should include notes to the effect that such items are required and that their costs are included in other items. The plans include, usually on the culvert sections, sufficient dimensions and detail to fabricate pipe with bends or special connections.

==750.7.14 Excavation for Structure==
See [[:Category:206 Excavation for Structures|EPG 206 Excavation for Structures.]]

==750.7.15 Connections==
The plans provide for connecting new structures to existing structures, and connecting different types of new structures. The plans do not include an item for the connection of pipes to existing manholes, box culverts, drop inlets or sewer pipes. The plans do include the pipe collar item for connecting different types of pipe or different sizes of pipes. Details for pipe collars are shown on [https://www.modot.org/media/16853 Standard Plan 604.40].

==750.7.16 Culvert Cleanout==
Information needed to properly estimate culvert cleanout items are:
*Location of culvert by station
*Type of culvert, i.e. corrugated metal or concrete
*Length of culvert
*Size of culvert

This information should be listed for each culvert to be cleaned out on the 2B sheets under the heading "Culvert Cleanout, Estimated." This information should be obtained from existing plans; no field measurement is required.

==750.7.17 Slotted Drains==
Slotted drains may be used to assist in drainage across entrances or very short sections of the roadway edge. Consistent hydraulic characteristics are not available, so slotted drains should not be expected to completely drain a pavement area. Chapter 4 of the FHWA Hydraulic Engineering Circular 22, "HEC-22 Urban Drainage Design" provides guidance for the design of slotted drains. The plans provide for the contractor to select among different styles of slotted drains (See [https://www.modot.org/media/16854 Standard Plan 604.70]). The diameter of pipe and length of slotted drain are specified in the plans.

[[Category:750 Hydraulic Analysis]]

Category:805 Seeding

2024-05-14T17:49:18Z

Legged1: /* 805.1.2 Seed Mixes */ add link

==Design Guidance for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805]==
===805.1.1 Description ===
MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas as outlined in the current Missouri State Operating Permit for land disturbance. Vegetative cover helps slow down sheet flow runoff and promote infiltration, reduce pollutant loading of runoff, and stabilize slopes to improve the integratory of the roadway template.

===805.1.2 Seed Mixes===
As outlined in Sec 805, it is MoDOT’s intention to plant cool season and warm season grasses within the right-of-way. Cool season grasses provide a dense stand of grasses in a reduced time over warm season grasses. Cool season mixes grow better in the early spring and late fall when soil and air temperatures are cooler. Warm season grasses take a bit longer to establish growth, but they provide deep root systems that require less moisture, fertilizer, and pesticides.

Job special provisions will no longer be required for seeding mixes. Standard seed mixes, fertilizer, and lime rates have been developed and can be found in [https://www.modot.org/media/37677 Standard Plan 805.00] based on soil type regions throughout the state. Projects shall be developed following the standard seed mixes, fertilizer, and lime rates shown in the standard plan. When designing large corridor projects, the Roadside Management Specialist, Maintenance, (573) 751-8647, should be contacted for consideration to refine fertilizer and lime rates as well as if any changes to the standard seed mixes are necessary.

===805.1.3 Planned Quantities===
When developing quantities for cool and warm season grasses, the intended objective is to provide a landscape that supports MoDOT’s mowing policy. MoDOT Roadside Vegetative Management policy can be found in [[:Category:822 Roadside Vegetation Management|EPG 822 Roadside Vegetation Management]].

Seeding quantities for major road shall be computed based on the following:
:* Cool season mixes shall be planted in the first 30 feet from the travel way;
:* Medians narrower than 60 feet shall be planted in cool season grasses.
:* Warm season grasses shall be planted beyond 30 feet from the travel way;
:* Medians wider than 60 feet shall be planted with cool season grasses 20 feet from the travel way and warm season grasses within the remaining median.

Seeding quantities for minor roads shall be computed based on the following:
:* Cool season grasses shall be placed from the edge of pavement or shoulder to the back of the ditch.
:* Warm season grasses shall be placed in backslope areas to the right-of-way.

Maintenance Roadside Management Specialist shall be consulted if alternate seeding configurations are considered.

Temporary seeding should be set up for all grading projects as outlined in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]].

===805.1.4 Design Considerations for Seeding===
Seeding operations are typically the last operation a contractor completes on a project. The critical component of opening a road to traffic as quickly as possible is still desirable but final project closeout requires the project to obtain final stabilization among other obligations. When native grasses will be placed on a project, completion dates need to take in to account the warm season grass planting season outlined in Sec 805. The specifications include a provision for projects that will not be able to complete seeding within the contract completion date due to the planting season, but accounting for seeding when setting completion dates will eliminate potential risk for the contractor that may be reflected in the bid. Relying on the exception in the specifications should not be a default approach to addressing seeding and mulch operations and completion dates but an exception to extenuating circumstances within the project.

==805.2 Construction Inspection Guidance for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805]==

===805.2.1 Description ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.1])===

This work shall consist of furnishing and sowing seed as specified in the contract. Areas to be seeded include earth shoulders, medians, and the entire roadway outside of the roadbed limits, excluding sodded areas, surfaced areas, solid rock, and rock fill slopes consisting primarily of broken rock. The standard plans specify the seeding mixture and the rate of application. The areas to be seeded will be shown in the plans in acres. The seeding item includes the cost for fertilizing and liming. Mulch will be paid for by the acre in accordance with Sec 802.

===805.2.2 Material ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.2])===

Seeds shall be grown and processed in the United States or Canada and must comply with requirements of Missouri state laws. These laws require that each container of agricultural seeds bear a plainly written or printed label, or tag, giving certain information which includes lot number, percent pure seed, percent germination, percent hard seed, etc. Local ecotype native seeds adaptive to grow in Missouri should be used when available. Planting with local ecotypes varieties increases the likelihood that plants will survive and thrive in the local climate. When local ecotypes are not available, this should be documented by the contractor and submitted to the RE with a recommended alternative variety.

The contractor shall provide a certification with the lot number, percent pure seed, percent germination, percent hard seed, etc. prior to applying seed on the project. Certification should carry a statement to the following effect, "This seed is certified to meet all requirements of the Missouri Standard Specifications for Highway Construction." If the seed for the project is mixed prior to arriving on the project, the contractor shall certify the seed mix proportions comply with contract requirements and shall present the required documentation for the inspector in the field.

In addition to requirements of Missouri Seed Law, the specifications list minimum percentages of purity and germination, which govern unless otherwise permitted by the engineer. Intent of this specification is that seed will not be furnished with less than the percent purity and/ or germination required. Standard seed mixes have been developed with permissible additional seed species that may be added to the standard mix at the option of the contractor for no additional pay. Requests may be received to modify the standard seed mixes, in such cases, the resident engineer should consult with the Roadside Management Specialist, Maintenance, (573) 751-8647, for approval and revised application rates. Additional consideration may be necessary if requests are submitted for permission to apply increased quantities of seed deficient in purity and/or germination to compensate for deviation from the specification. The Roadside Management Specialist should be consulted for approval and revised application rates. This procedure will not normally be allowed as it is intended that the contractor furnish seed of specified quality. If approval is granted, the revised rate will not give credit for any excess purity and/or germination that may exist.

Under no condition is approval to be given to reduce specified amounts of seed per acre even if certification and test results indicate purity and/or germination greater than minimums specified.

Stored seed should be protected from moisture, heat, and rodents.

===805.2.3 Construction Requirements ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.3])===

The seedbed shall be prepared in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 801]. The seeding operation follows after lime and fertilizer has been applied to the soil. Before lime, fertilizer, and seed application, the seedbed should be inspected to determine that soil conditions conform to intent of the specifications. Seed should not be applied to eroded, dry, crusted, or frozen soil. Soil with high silt or clay content may crust over following a light shower and deter proper seed application. Soil should be firm, but uncompacted, with a relatively fine texture. Ground preparation when soil is so wet that it clings to equipment is not only impractical but unsatisfactory because soil is not being broken down into fine particles. Preparation when soil is frozen is undesirable for the same reason.

'''Sowing'''

Grass mixes, fertilizer, and lime rates shall be based on the zone indicated in the standard plan for seeding ([https://www.modot.org/media/37677 Std. Plan 805.00]) in which the project falls. It is the contractor’s responsibility to ensure vegetative growth. Projects that fall in multiple zones should follow the recommended fertilizer and lime rates for that zone.

'''Cool Season Grasses –''' The preferred time to seed cool season grasses is outlined in Sec 805.3. Full seeding periods include the months of December through May, August, and September. During these months, all lime, fertilizer, seed, and mulch shall be applied. When seeding of cool season grasses occurs during the months of June, July, October, or November, partial fertilizer and seed shall be applied at the rates specified in Sec 805.3. Overseeding, to include the specified rates of seed and fertilizer, shall be applied during the months of August, September, December, January, or February. Lime will be applied at the full rate during the initial installation and will not require additional application at the time of overseeding. Likewise, additional mulch will not be required for overseeding, unless there are bare spots that require correction, as directed by the engineer. No additional payment for mulch will be made for any areas of correction.

'''Warm Season Grasses –''' Seeding of warm season grasses shall only occur during the period of October 15 through April 15 both dates inclusive. Temporary stabilization efforts necessary to comply with the statewide operating permit for land disturbance from April 16 through October 14 shall be done with temporary seeding in accordance with Sec 806.50 and 100 percent of the necessary lime for the permanent seed application. The temporary seeded areas shall be overseeded with warm season grasses during the next October through April seeding period at the full rate specified for seed and fertilizer in the standard plans. It is not necessary that additional lime be applied. Mulching will not be required in overseeded areas unless areas lack temporary vegetation or original mulch is no longer adequately covering the ground.

This is a performance-based specification; therefore, it is the contractor's responsibility to furnish materials in quantities according to areas and rates specified. The seeding is to be applied at no less than the rates specified in the contract. The inspector's count of number and weight of bags of seed used is part of the inspector's record for approving partial payment for areas completed. The inspector must document when an area is seeded as acceptance is made within 60 days of seeding.

It is usually necessary to mix seed on the project in proportions to provide the proper amount of each seed per acre. The inspector should carefully observe mixing operations to be sure a thorough blend is obtained.

Various methods of sowing are available to the contractor. Each has their advantages and disadvantages. The inspector should note the method used in a diary or daily work report.

'''Dry Seeding'''

Broadcast distribution of dry seed is affected by winds. Drills may be used without regard to wind. Normally, a drill operating in one direction produces satisfactory distribution of seeds. Drills have a tendency to place seed too deep. Mechanical seeders should produce satisfactory coverage when operated in one direction only. When seeding is by hand or by mechanical hand seeder, in order to obtain desirable seed distribution, it should be done in two directions, at right angles to each other. Raking, or other approved method, covers the seed to a desirable depth. Care should be taken to preserve proper seed distribution. Seed may also be sufficiently covered by dragging brush, chain, or timber over the seeded area if soil is loose and easily pulverized at the surface, particularly if fine seeds have been sown.

'''Hydraulic Seeding'''

Hydraulic application is done by what is frequently called the "slurry method". On slopes steeper than 2 to 1 fertilizer and seed may be mixed with water and sprayed on the area in one application. On other slopes seed and fertilizer are applied separately. No seed should be applied which has been mixed with water for more than 4 hours as germination may be effected.

'''Application Rate'''

Minimum application rates are required by the standard plans and applicable JSPs in the contract, based on the location of the project. Rate of seeding should be checked as soon as possible after beginning operations, and frequently thereafter by comparing areas seeded with the measured quantity of seed used. Area dimensions, type of seed, and quantities applied should be recorded in the diary or daily work report.

===805.2.4 Acceptance ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.4])===

Acceptance of permanent seeding is based on the final stabilization requirements as specified in the current state operating permit for land disturbance. The current permit requires that vegetative cover to be at least 70% perennial plant density over 100% of the disturbed area.

In order to obtain the permanent vegetation desired, job seed mixtures are tailored for the region. Standard seed mixes, fertilizer, and lime rates have been developed and can be found in the Standard Plans based on soil type regions throughout the state. Initial plant growth typically will be from the annual seeds included in the mix. Competition from annual cover crop species can affect the success of permanent vegetative establishment. For this reason, the contractor should not be allowed to increase the percentage of the annual cover crop seeds in the mix above what is allowed in the seed mixes. The contractor shall only use acceptable additional seed species unless approved by the engineer and the Maintenance Roadside Manager.
{|style="padding: 0.3em; margin-right:1px;margin-left:10px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|<center>'''[[media:Table 805.2.4a.docx|Guide for Grass Species]]'''</center>
|-
|<center>'''Photos of seedlings and mature grasses'''</center>
|}
Inspection for acceptance is dependent on when the seeding occurred (see [[#805.2.9 Basis of Payment (Sec 805.7)|EPG 805.2.9 Basis of Payment]] for when an evaluation for acceptance should be made). Careful examination is critical to ensure that the vegetative cover is from the permanent seeding mix and not a temporary cover crop or other foreign plant. It may be necessary to ask for assistance from Roadside Management staff in the [https://modotgov.sharepoint.com/sites/mt Maintenance Division] if there is a question regarding plant species present. The [[media:Table 805.2.4a.docx|seed species picture guide]] is available to assist with general inspection and acceptance of vegetative covers allowed by specification. Documentation of final acceptance should be made for all seeded areas.

Seed acceptance shall be by certification. Certification shall state that seed meets Sec 805 and seed mixture complies with contract requirements and shall be presented to the inspector on the project, prior to application.

Please refer to the [[media:805 certification.pdf|example for acceptable form of certification]].

===805.2.5 Report (Records)===

Seed shall be reported through AASHTOWARE Project (AWP). A copy of the certification for the seed is to be retained as part of the project files. The report is to show a Status of Accepted/Complete or Rejected/Fail. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the report to clarify conditions of acceptance or rejection. Free form report should be attached to the AWP record with any additional information. The AWP record shall be the responsibility of the project inspection personnel upon incorporation into the project.

Acceptance of sufficient seed growth, shall be noted in AWP in a daily work report. Final seed growth may be listed as an exception on the semi-final inspection.

===805.2.6 Time Extension (Sec 805.5)===

When seeding operations cannot be completed within the specified contract timeframe due to seeding period limitations, an extension of time can be requested by the contractor. The request shall include a proposed work schedule showing final seeding operations being completed promptly during the next available seeding period. The request must document why the delay is at no fault of the contractor. The extension shall not apply to any other uncompleted work. If approved, time extensions are to be granted without assessment of liquidated damages.

===805.2.7 Corrective Action ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.7])===

If an area has not been accepted for seeding and erosion exists due to the lack of ground cover, the contractor will be responsible for the repair. Cost to repair erosion from sheet and rill flow is the contractor’s responsibility. In the event gulley erosion results from linear flow drainage from outside the construction area, the resident engineer should authorize payment to the contractor to make the necessary repairs.

===805.2.8 Method of Measurement ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.8])===

Follow the specification.

===805.2.9 Basis of Payment ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.9])===

After full seeding has been applied on a properly prepared seed bed, and all applicable material certifications have been received (for example, certifications for seed, lime, fertilizer, etc.), a partial payment of 80% should be made unless additional withholding is justified. If cool season seeding is applied during the partial seeding period, where 50% of the specified rate is applied to the seeded area, a partial payment of 40% should be made. An additional 40% shall be paid upon overseeding of those areas. The balance of the payment due should be withheld until final stabilization has been achieved in accordance with the state operating permit for land disturbance, and as follows:

:'''For cool season grasses applied during the full seeding period from March 1 through May 31 and August 1 through September 30,''' the engineer’s initial evaluation for acceptance should occur between 45 and 60 days from the date the seed was applied, but no later than 60 days. A notification of the results of the evaluation shall be promptly submitted to the contractor so that any re-seeding work can be scheduled.

:'''For cool season grasses applied during the partial seeding period from June 1 through July 31 and October 1 through November 30,''' the engineer’s initial evaluation for acceptance shall not be made until overseeding during the specified timeframe is performed. Evaluation for acceptance shall be based on the time period of the overseeding, not the partial seeding.

:'''For all warm season grasses and cool season grasses applied during the full seeding periods applied between December 1 and February 28,''' the engineer’s initial evaluation for acceptance should occur on or shortly after May 1 (for example, May 1-7). A notification of the results of the evaluation shall be promptly submitted to the contractor so that any re-seeding work can be scheduled.

Evaluation of any re-seeding work should be based on the time period of the re-seeding and not the time period of the original seeding.

Where temporary seeding is used for vegetative stabilization in areas where warm season grasses will be placed and 100% of the lime is provided in accordance with Sec 806.50, the contractor may request an initial compensation payment of 10% of the warm season grass bid to compensate the contractor for lime placed.

'''Repairs'''

When the engineer waives contractor responsibility for damaged areas, payment for repairing the seedbed and reseeding shall be made as provided in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4 of the Standard Specifications].

751.6 General Quantities

2024-04-29T21:19:21Z

Legged1: /* 751.6.2.17 Excavation */ erratum

[[image:751.6.jpg|right|280px]]

===751.6.1 Index of Quantities===
The following list of pay items shall be used as a guide when preparing the Table of Estimated Quantities to be shown on the bridge plans. The pay items shall be listed on the plans in numerical order according to the Item Number. The Item Number is for information only and is not to be listed in the Table of Estimated Quantities. For pay items not listed, see the Review Section. For more information about pay items, see [https://modotgov.sharepoint.com/sites/CO_BR/Shared%20Documents/General/Review/Estimates/Bridge%20Pay%20Items.xlsx?d=wb7b0e56ae5e248229b684899dea463bf&csf=1&web=1&e=87pOaI Pay Items Spreadsheet (For MoDOT Bridge access only)].

'''Accuracy and Rounding'''

When performing multi-step calculations as in the case of computing the final estimated quantities, keep at least one more significant digit in the intermediate result than needed in the final answer, in this case the final estimated quantity. Hence, the accuracy given in the following indexed table of quantities represents the plan reporting accountability to which the final estimated quantity is subject to for measurement and payment.

Round final calculation to the nearest unit increment given as the plan reporting accuracy and show on plans. Rounding should follow generally accepted rules and be agreeable to those responsible for estimating the final estimated quantities.

Items in the table below can also be found in the [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction]
{| class="wikitable" style="text-align:center"
|+
|-
! width="130" | Item Number
! width="120" | Plan Reporting Accuracy
! width="150" | Units
! width="550" | Item Description
|-
| colspan="4" align="left" | '''Sec 202 – Removal of Roadways and Buildings'''
|-
| 202-40.18 || 1 || linear foot || align="left" | Removal of Miscellaneous ACM (Non-Friable)
|-
| 202-40.43 || 1 || sq. foot || align="left" | Removal of Miscellaneous ACM (Non-Friable)
|-
| colspan="4" align="left" | '''Sec 206 – Excavation for Structures'''
|-
| 206-10.00 || 5 || cu. yard || align="left" | Class 1 Excavation
|-
| 206-10.03 || 1 || cu. yard ||align="left"| Class 1 Excavation in Rock <i>(*)</i>
|-
| 206-20.00 || 1 || cu. yard ||align="left"| Class 2 Excavation
|-
| 206-20.03 || 1 || cu. yard ||align="left"| Class 2 Excavation in Rock <i>(*)</i>
|-
| 206-33.00 || 5 || cu. yard ||align="left"| Class 4 Excavation
|-
| 206-34.00 || 1 || cu. yard ||align="left"| Class 4 Excavation in Rock <i>(*)</i>
|-
| colspan="4" align="left" | * <i>Note: Use when cross-sections indicate rock will be encountered and quantity is more than 10 cu. Yard. If there is less than 10 cu. yards of total excavation in rock, no Excavation in Rock pay items should be listed in the Estimated Quantities. Excavation in rock will be paid in accordance with Sec 109. Check with Project Manager when computing this item</i>.
|-
| 206-36.00 || 1 || linear foot || align="left" | Supplementary Foundation Test Holes (NX)
|-
| 206-36.10 || 1 || linear foot || align="left" | Supplementary Cored Holes
|-
| 206-40.00 || 1 || cu. yard || align="left" | Porous Backfill
|-
| 206-55.00 || 1 || lump sum || align="left" | Temporary Shoring
|-
| 206-60.02 to<br/>206-60.12 || 1 || lump sum || align="left" | Cofferdams - Bent xx<br/><i>Note: Use a separate pay item for each bent. Item numbers established for only Bent 2 thru Bent 12</i>.
|-
| 206-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 206-99.02 || 1 || each || align="left" | Misc.
|-
| 206-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 206-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 206-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 206-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 216 – Removals for Bridge Structures'''
|-
| 216-05.00 || 1 || lump sum || align="left" | Removal of Bridges
|-
| 216-05.01 || 1 || lump sum ||align="left" | Match Marking and Storing Superstructure
|-
| 216-10.00 || 1 || sq. yard || align="left" | Scarification of Bridge Deck<br/><i>Note: Do not use with concrete wearing surface removals</i>.
|-
| 216-10.01 || 1|| sq. yard || align="left" | Total Surface Hydro Demolition
|-
| 216-15.00 || 1 || sq. foot || align="left" | Removal of Seal Coat or Polymer Wearing Surface<br/><i>Note: Do not use for unbonded removal</i>.
|-
| 216-15.01 || 1 || sq. foot || align="left" | Removal of Asphalt Wearing Surface
|-
| 216-15.02 || 1 || sq. foot || align="left" | Removal of Concrete Wearing Surface<br/><i>Note: Use for all concrete wearing surfaces</i>.
|-
| 216-15.03 || 1 || sq. foot || align="left" | Removal of Existing Deck Repair<br/><i>Note: Use with Hydro demolition when required</i>.
|-
| 216-20.00 || 1 || linear foot || align="left" | Removal and Storage of Existing Bridge Rail
|-
| 216-25.00 || 1 || sq. foot || align="left" | Removal of Existing Bridge Deck
|-
| 216-30.00 || 1 || sq. foot || align="left" | Partial Removal of Existing Bridge Deck
|-
| 216-35.00 || 1 || lump sum || align="left" | Partial Removal of Culvert Concrete
|-
| 216-35.01 || 1 || lump sum || align="left" | Partial Removal of Culvert-Bridge Concrete
|-
| 216-35.02 || 1 || lump sum || align="left" | Partial Removal of Substructure Concrete
|-
| 216-40.00 || 1 || linear foot || align="left" | Curb Removal<br/><i>Note: Use for just removal of curbs including for thrie beam installation</i>.
|-
| 216-45.00 || 1 || linear foot || align="left" | Removal of Existing Expansion Joint & Adjacent Concrete<br/><i>Note: Also use concrete and reinforcing steel pay items for replacement of expansion joint system</i>.
|-
| 216-50.00 || 1 || linear foot || align="left" | Removal of Existing Expansion Joint Seal or Sealant<br/><i>Note: Also use Concrete and Reinforcing Steel pay items for replacement of expansion joint system</i>.
|-
| 216-55.00 || 1 || lump sum || align="left" | Removal of Cathodic Protection System
|-
| 216-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 216-99.02 || 1 || each || align="left" | Misc.
|-
| 216-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 216-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 216-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 403 – Asphaltic Concrete Pavement'''
|-
| 403-10.50 || 1 || sq. yard || align="left" | Optional Asphaltic Concrete Wearing Surface (Bridges)
|-
| colspan="4" align="left" | '''Sec 407 – Tack Coat'''
|-
| 407-10.05 || 1 || gallon || align="left" | Tack Coat
|-
| colspan="4" align="left" | '''Sec 409 – Seal Coat'''
|-
| 409-10.48 || 1 || gallon || align="left" | Emulsified Asphalt, Seal Coat
|-
| 409-40.01 || 1 || sq. yard || align="left" | Seal Coat Aggregate, Grade A1
|-
| 409-40.11 || 1 || sq. yard || align="left" | Seal Coat Aggregate, Grade B1
|-
| colspan="4" align="left" | '''Sec 413 – Surface Treatments'''
|-
| 413-33.00 || 1|| sq. yard || align="left" | Optional Ultrathin Bonded Asphalt Wearing Surface (Bridges)
|-
| colspan="4" align="left" | '''Sec 503 – Bridge Approach Slab'''
|-
| 503-10.10A || 1 || sq. yard || align="left" | Bridge Approach Slab (Major)
|-
| 503-10.11A || 1 || sq. yard || align="left" | Bridge Approach Slab (Minor)
|-
| colspan="4" align="left" | '''Sec 505 – Bridge Deck Concrete Wearing Surface'''
|-
| 505-00.01 || 1 || sq. yard || align="left" | Optional Concrete Wearing Surface
|-
| 505-00.02 || 1 || sq. yard || align="left" | Optional Very Early Strength Concrete Wearing Surface
|-
| 505-00.03 || 1 || sq. yard || align="left" | Reinforced Concrete Wearing Surface
|-
| 505-00.04 || 1 || cu. yard || align="left" | Supplementary Wearing Surface Material<br/><i>Note: Use with total surface hydro demolition to pay for monolithic deck repair</i>.
|-
| 505-10.00 || 1 || sq. yard || align="left" | Low Slump Concrete Wearing Surface<br/><i>Note: Use with SPM or SLE approval (typically only allowed as a choice with 505-00.01)</i>.
|-
| 505-20.00 || 1 || sq. yard || align="left" | Latex Modified Concrete Wearing Surface
|-
| 505-30.00 ||1||sq. yard||align="left"| Silica Fume Concrete Wearing Surface
|-
| 505-40.00 || 1 || sq. yard || align="left" | Latex Modified Very Early Strength Concrete Wearing Surface
|-
| 505-50.00 || 1 || sq. yard || align="left" | CSA Cement Very Early Strength Concrete Wearing Surface
|-
| 505-60.00 || 1 || sq. yard || align="left" | Steel Fiber Reinforced Concrete Wearing Surface
|-
| 505-70.00 || 1|| sq. yard || align="left" | Polyester Polymer Concrete Wearing Surface
|-
| 505-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 605 - Underdrainage'''
|-
| 605-20.10A || 1 || linear foot || align="left" | Structural Underdrain
|-
| colspan="4" align="left" | '''Sec 607 - Fencing'''
|-
| 607-10.50 || 1 || linear foot || align="left" | Chain-Link Fence (Retaining Walls)
|-
| 607-10.54 || 1 || linear foot || align="left" | (42 in.) Property Fence (Structures)
|-
| 607-10.55 || 1 || linear foot || align="left" | (60 in.) Property Fence (Structures)
|-
| 607-10.56 || 1 || linear foot || align="left" | (72 in.) Property Fence (Structures)
|-
| 607-10.57 || 1 || linear foot ||align="left" | (84 in.) Property Fence (Structures)
|-
| 607-10.58 || 1 || linear foot || align="left" | (96 in.) Property Fence (Structures)
|-
| 607-10.60 || 1 || linear foot || align="left" | Pedestrian Fence (Structures)
|-
| 607-10.65 || 1 || linear foot ||align="left" | (60 in.) Pedestrian Fence (Structures)
|-
| 607-10.66 || 1 || linear foot || align="left" | (72 in.) Pedestrian Fence (Structures)
|-
| 607-10.67 || 1 || linear foot || align="left" | (112 in.) Curved Top Pedestrian Fence (Structures)
|-
| 607-30.00 || 1 || linear foot || align="left" | (30 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.01 || 1 || linear foot || align="left" | (48 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.02|| 1 || linear foot || align="left" | (60 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.03 || 1 || linear foot || align="left" | (72 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.04 || 1 || linear foot || align="left" | (96 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 615 – Office for Engineer'''
|-
| 615-10.05 ||1||lump sum||align="left"| Water Transportation for Engineer
|-
| colspan="4" align="left" | '''Sec 623 – Polymer Products'''
|-
| 623-00.01 || 1 || sq. yard || align="left" | Optional Polymer Wearing Surface
|-
| 623-30.00 || 1 || sq. yard || align="left" | Epoxy Polymer Wearing Surface
|-
| 623-40.00 || 1 || cu. foot || align="left" | Polymer Concrete
|-
| 623-50.00 || 1 || sq. yard || align="left" | MMA Polymer Slurry Wearing Surface
|-
| 623-99.05 || 1 || sq. yard || align="left"| Misc.
|-
| colspan="4" align="left" |'''Sec 701 – Drilled Shafts'''
|-
| 701-11.00 || 0.1 || linear foot || align="left" | Drilled Shafts (1 ft. 0 in. Dia.)
|-
| 701-11.01 || 0.1 || linear foot || align="left" | Drilled Shafts (1 ft. 6 in. Dia.)
|-
| 701-11.02 || 0.1 || linear foot || align="left" | Drilled Shafts (2 ft. 0 in. Dia.)
|-
| 701-11.03 || 0.1 || linear foot || align="left" | Drilled Shafts (2 ft. 6 in. Dia.)
|-
| 701-11.04 || 0.1 || linear foot || align="left" | Drilled Shafts (3 ft. 0 in. Dia.)
|-
| 701-11.05 || 0.1 || linear foot || align="left" | Drilled Shafts (3 ft. 6 in. Dia.)
|-
| 701-11.06 || 0.1 || linear foot || align="left" | Drilled Shafts (4 ft. 0 in. Dia.)
|-
| 701-11.07 || 0.1 || linear foot || align="left" | Drilled Shafts (4 ft. 6 in. Dia.)
|-
| 701-11.08 || 0.1 || linear foot || align="left" | Drilled Shafts (5 ft. 0 in. Dia.)
|-
| 701-11.09 || 0.1 || linear foot || align="left" | Drilled Shafts (5 ft. 6 in. Dia.)
|-
| 701-11.10 || 0.1 || linear foot || align="left" | Drilled Shafts (6 ft. 0 in. Dia.)
|-
| 701-11.11 || 0.1 || linear foot || align="left" | Drilled Shafts (6 ft. 6 in. Dia.)
|-
| 701-11.12 || 0.1 ||linear foot || align="left" | Drilled Shafts (7 ft. 0 in. Dia.)
|-
| 701-11.13 || 0.1 || linear foot || align="left" | Drilled Shafts (7 ft. 6 in. Dia.)
|-
| 701-11.14 || 0.1 || linear foot || align="left" | Drilled Shafts (8 ft. 0 in. Dia.)
|-
| 701-11.15 || 0.1 || linear foot || align="left" | Drilled Shafts (8 ft. 6 in. Dia.)
|-
| 701-11.16 || 0.1 || linear foot || align="left" | Drilled Shafts (9 ft. 0 in. Dia.)
|-
| 701-11.17 || 0.1 || linear foot || align="left" | Drilled Shafts (9 ft. 6 in. Dia.)
|-
| 701-11.18 || 0.1 || linear foot || align="left" | Drilled Shafts (10 ft. 0 in. Dia.)
|-
| 701-12.00 || 0.1 || linear foot||align="left" | Rock Sockets (1 ft. 0 in. Dia.)
|-
| 701-12.01 || 0.1 || linear foot || align="left" | Rock Sockets (1 ft. 6 in. Dia.)
|-
| 701-12.02 || 0.1 || linear foot || align="left" | Rock Sockets (2 ft. 0 in. Dia.)
|-
| 701-12.03 || 0.1 || linear foot || align="left" | Rock Sockets (2 ft. 6 in. Dia.)
|-
| 701-12.04 || 0.1 || linear foot || align="left" | Rock Sockets (3 ft. 0 in. Dia.)
|-
| 701-12.05 || 0.1 || linear foot || align="left" | Rock Sockets (3 ft. 6 in. Dia.)
|-
| 701-12.06 || 0.1 || linear foot || align="left" | Rock Sockets (4 ft. 0 in. Dia.)
|-
| 701-12.07 || 0.1 || linear foot || align="left" | Rock Sockets (4 ft. 6 in. Dia.)
|-
| 701-12.08 || 0.1 || linear foot || align="left" | Rock Sockets (5 ft. 0 in. Dia.)
|-
| 701-12.09 || 0.1 || linear foot || align="left" | Rock Sockets (5 ft. 6 in. Dia.)
|-
| 701-12.10 || 0.1 || linear foot || align="left" | Rock Sockets (6 ft. 0 in. Dia.)
|-
| 701-12.11 || 0.1 || linear foot || align="left" | Rock Sockets (6 ft. 6 in. Dia.)
|-
| 701-12.12 || 0.1 || linear foot || align="left" | Rock Sockets (7 ft. 0 in. Dia.)
|-
| 701-12.13 || 0.1 || linear foot || align="left" | Rock Sockets (7 ft. 6 in. Dia.)
|-
| 701-12.14 || 0.1 || linear foot || align="left" | Rock Sockets (8 ft. 0 in. Dia.)
|-
| 701-12.15 || 0.1 || linear foot || align="left" | Rock Sockets (8 ft. 6 in. Dia.)
|-
| 701-12.16 || 0.1 || linear foot || align="left" | Rock Sockets (9 ft. 0 in. Dia.)
|-
| 701-12.17 || 0.1 || linear foot || align="left" | Rock Sockets (9 ft. 6 in. Dia.)
|-
| 701-13.00 || 1 || each || align="left" | Video Camera Inspection
|-
| 701-14.00 || 0.1 || linear foot || align="left" | Foundation Inspection Holes
|-
| 701-16.00 || 1 || each || align="left" | Sonic Logging Testing
|-
| 701-17.00 || 1 || each || align="left" | Drilled Shaft Load Tests
|-
| 701-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 701-99.02 || 1 || each || align="left" | Misc.
|-
| 701-99.03 || 0.1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 702 – Load-Bearing Piles'''
|-
| 702-10.10 || 1 || linear foot || align="left" | Structural Steel Piles (10 in.)
|-
| 702-10.12 || 1 || linear foot || align="left" | Structural Steel Piles (12 in.)
|-
| 702-10.14 || 1 || linear foot || align="left" | Structural Steel Piles (14 in.)
|-
| 702-11.14 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (14 in.)
|-
| 702-11.16 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (16 in.)
|-
| 702-11.20 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (20 in.)
|-
| 702-11.24 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (24 in.)
|-
| 702-12.10 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (10 in.)
|-
| 702-12.12 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (12 in.)
|-
| 702-12.14 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (14 in.)
|-
| 702-13.14 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (14 in.)
|-
| 702-13.16 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (16 in.)
|-
| 702-13.20 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (20 in.)
|-
| 702-13.24 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (24 in.)
|-
| 702-30.00 || 1 || linear foot || align="left" | Probe Piles
|-
| 702-40.00 || 1 || each || align="left" | Static Load Test Piles
|-
| 702-50.01 || 1 || each || align="left" | Dynamic Pile Testing
|-
| 702-50.02 || 1 || each || align="left" | Pile Wave Analysis
|-
| 702-50.03 || 1 || linear foot || align="left" | Pilot Hole
|-
| 702-50.04 || 1 || each || align="left" | Dynamic Pile Restrike Testing
|-
| 702-60.00 || 1 || linear foot || align="left" | Pre-Bore for Piling<br/><i>Note: Compute this to nearest foot for each hole</i>.
|-
| 702-70.00 || 1 || each || align="left" | Pile Point Reinforcement
|-
| 702-99.02 || 1 || each ||align="left" | Misc.
|-
| 702-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 703 – Concrete Masonry Construction'''
|-
| 703-10.04 || 1 || sq. yard || align="left" | Diamond Grinding
|-
| 703-10.05 || 1 || sq. yard || align="left" | Transverse Diamond Grooving
|-
| 703-20.02 || 0.1 || cu. yard || align="left" | Class B Concrete (Misc)
|-
| 703-20.03 || 0.1 || cu. yard || align="left" | Class B Concrete (Substructure)
|-
| 703-20.09 || 0.1 || cu. yard || align="left" | Class B Concrete (Retaining Walls)
|-
| 703-20.25 || 1 || each || align="left" | Deadman Anchorage Assembly
|-
| 703-30.01 || 0.1 || cu. yard || align="left" | Seal Concrete
|-
| 703-30.09 || 1 || lump sum || align="left" | Aesthetic Concrete Stain
|-
| 703-30.13 || 1 || sq. yard || align="left" | Penetrating Concrete Sealer
|-
| 703-40.01 || 0.1 || cu. yard || align="left" | Class B-1 Concrete
|-
| 703-40.02 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure on Steel and Concrete)
|-
| 703-40.03 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Substructure)
|-
| 703-40.04 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure on Steel)
|-
| 703-40.05 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Voided Slabs)
|-
| 703-40.06 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete Box Girder)
|-
| 703-40.07 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete Tee Girder)
|-
| 703-40.08 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Solid Slab)
|-
| 703-40.09 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Retaining Walls)
|-
| 703-40.10 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete on I-Girder)
|-
| 703-40.20 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure)
|-
| 703-40.30 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Barriers)
|-
| 703-40.40 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Culverts-Bridge)
|-
| 703-40.41 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Culverts)
|-
| 703-42.02 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure on Steel and Concrete)
|-
| 703-42.04 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure on Steel)
|-
| 703-42.05 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Voided Slabs)
|-
| 703-42.06 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete Box Girder)
|-
| 703-42.07 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete Tee Girder)
|-
| 703-42.08 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Solid Slab)
|-
| 703-42.10 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete on I Girder)
|-
| 703-42.11 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete on Box Girder)
|-
| 703-42.12 || 1 || sq. yard || align="left" | Slab on Steel
|-
| 703-42.13 || 1 || sq. yard || align="left" | Slab on Concrete I-Girder
|-
| 703-42.14 || 0.1 || cu. yard || align="left" | Class B-2 Concrete
|-
| 703-42.15 || 1 || linear foot || align="left" | Type B Barrier
|-
| 703-42.16 || 1 || linear foot || align="left" | Type H Barrier
|-
| 703-42.18 || 1 || sq. yard || align="left" | Slab on Concrete Bulb-Tee Girder
|-
| 703-42.19A || 1 || linear foot || align="left" | Type D Barrier
|-
| 703-42.20 || 1 || sq. yard || align="left" | Slab on Semi-Deep Abutment
|-
| 703-42.21 || 1 || sq. yard || align="left" | Slab on Concrete NU-Girder
|-
| 703-42.22 || 1 || sq. yard || align="left" | Slab on Concrete Beam<br/><i>Note: For spread box beams and spread voided slab beams</i>.
|-
| 703-42.26 || 1 || sq. yard || align="left" | Slab on Concrete Adjacent Beam<br><i>Note: For double-tee girders and when specified on the Design Layout for solid slab beams, adjacent box beams and adjacent voided slab beams</i>.
|-
| 703-42.30 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Post-Tensioned Wearing Surface)
|-
| 703-44.10 || 1 || linear foot || align="left" | Type A Barrier
|-
| 703-44.11 || 1 || linear foot || align="left" | Type C Barrier
|-
| 703-44.12 || 1 || linear foot || align="left" | Type A Barrier Transition
|-
| 703-44.13 || 1 || linear foot || align="left" | Type C Barrier Transition
|-
| 703-44.20 || 1 || sq. foot || align="left" | Raised Median Barrier
|-
| 703-44.30 || 1 || sq. foot || align="left" | Sidewalk (Bridges)
|-
| 703-45.35 || 1 || linear foot || align="left" | Curb Modification
|-
| 703-46.00 || 1 || linear foot || align="left" | Curb Blockout
|-
| 703-46.10 || 1 || linear foot || align="left" |Corral Curb
|-
| 703-46.20 || 1 || sq. yard || align="left" | Form Liners
|-
| 703-46.30 || 1 || linear foot || align="left" | Concrete Curb (Bridge Rail)
|-
| 703-60.00A || 0.1 || cu. yard || align="left" | Class A-1 Concrete
|-
| 703-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 703-99.02 || 1 || each || align="left" | Misc.
|-
| 703-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 703-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 703-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 703-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 704 – Concrete Masonry Repair'''
|-
| 704-01.01 || 1 || sq. foot || align="left" | Substructure Repair (Formed)
|-
| 704-01.02 || 1 || sq. foot || align="left" | Substructure Repair (Unformed)
|-
| 704-01.03 || 1 || sq. foot || align="left" | Superstructure Repair (Unformed)
|-
| 704-01.04 || 50* || sq. foot || align="left" | Half-Sole Repair
|-
| 704-01.06 || 50* || sq. foot || align="left" | Full Depth Repair
|-
| 704-01.07 || 1 || linear foot || align="left" | Slab Edge Repair (Bridges)
|-
| 704-01.08 || 50* || sq. foot || align="left" | Modified Deck Repair
|-
| 704-01.10 || 1 || linear foot || align="left" | Epoxy Pressure Injecting
|-
|704-01.11||1||each||align="left"|Deck Girder End Repair
|-
|704-01.12||50*||sq. foot||align="left"|Deck Repair with Void Tube Replacement
|-
|704-01.13||1||sq. foot||align="left"|Cleaning and Epoxy Coating
|-
| colspan="3" | || align="left" | *<i>Note: Round quantity up to nearest multiple of 50 sq. ft</i>.
|-
| 704-01.63 || 1 || sq. yard || align="left" | Concrete Crack Filler
|-
| 704-01.64 || 1 || sq. foot || align="left" | Fiber Reinforced Polymer Wrap
|-
| 704-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 704-99.02 || 1 || each || align="left" | Misc.
|-
| 704-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 704-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 704-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 704-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 705 – Prestressed Concrete Members for Bridges'''
|-
| 705-60.00 || 1 || linear foot || align="left" | Type 2 (32 in.), Prestressed Concrete I-Girder
|-
| 705-60.01 || 1 || linear foot || align="left" | Type 3 (39 in.), Prestressed Concrete I-Girder
|-
| 705-60.02 || 1 || linear foot || align="left" | Type 4 (45 in.), Prestressed Concrete I-Girder
|-
| 705-60.03 || 1 || linear foot || align="left" | Type 6 (54 in.), Prestressed Concrete I-Girder
|-
| 705-60.10 || 1 || linear foot || align="left" | Type 8 (63 in.), Prestressed Concrete Bulb-Tee Girder
|-
| 705-60.11 || 1 ||linear foot || align="left" | Type 7 (72 in.), Prestressed Concrete Bulb-Tee Girder
|-
| 705-60.21 || 1 || linear foot || align="left" | NU 35, Prestressed Concrete NU-Girder
|-
| 705-60.22 || 1 || linear foot || align="left" | NU 43, Prestressed Concrete NU-Girder
|-
| 705-60.23 || 1 || linear foot || align="left" | NU 53, Prestressed Concrete NU-Girder
|-
| 705-60.24 || 1 || linear foot || align="left" | NU 63, Prestressed Concrete NU-Girder
|-
| 705-60.25 || 1 || linear foot || align="left" | NU 70, Prestressed Concrete NU-Girder
|-
| 705-60.26 || 1 || linear foot || align="left" | NU 78, Prestressed Concrete NU-Girder
|-
| 705-60.30 || 1 || linear foot || align="left" | 11 in., Prestressed Concrete Solid Slab Beam
|-
| 705-60.40A || 1 || linear foot || align="left" | 15 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.42A || 1 || linear foot || align="left" | 18 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.43A || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.45 || 1 || linear foot || align="left" | 15 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.47 || 1 || linear foot || align="left" | 18 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.48 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.49 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.50A || 1 || linear foot || align="left" | 27 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.51A || 1 || linear foot || align="left" | 33 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.52A || 1 || linear foot || align="left" | 39 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.53A || 1 || linear foot || align="left" | 42 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.54 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.55 || 1 || linear foot || align="left" | 27 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.56 || 1 || linear foot || align="left" | 33 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.57 || 1 || linear foot || align="left" | 39 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.58 || 1 || linear foot || align="left" | 42 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.60 || 1 || linear foot || align="left" | 16 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.61 || 1 || linear foot || align="left" | 22 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.62 || 1 || linear foot || align="left" | 30 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.65 || 1 || linear foot || align="left" | 17 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.66 || 1 || linear foot || align="left" | 17 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 705-99.02 || 1 || each || align="left" | Misc.
|-
| 705-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 705-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 705-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 706 – Reinforcing Steel for Concrete Structures'''
|-
| 706-10.00 || 10 || pound || align="left" | Reinforcing Steel
|-
| 706-10.20 || 10 || pound || align="left" | Reinforcing Steel (Culverts-Bridge)
|-
| 706-10.30 || 10 || pound || align="left" | Reinforcing Steel (Culverts)
|-
| 706-10.40 || 10 || pound || align="left" | Reinforcing Steel (Retaining Wall)
|-
| 706-10.60 || 10 || pound || align="left"|Reinforcing Steel (Bridges)
|-
| 706-10.70 || 1 || each || align="left" | Mechanical Bar Splice<br/><i>Note: Use when the total number of mechanical bar splices on a set of plans is 50 or greater not including any required in the approach slabs</i>.
|-
| 706-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 707 – Conduit System on Structure'''
|-
| 707-10.00 || 1 || lump sum || align="left" | Conduit System on Structure
|-
| 707-10.30 || 1 || lump sum || align="left" | Conduit System on Structure (Telephone)
|-
| 707-10.40 || 1 || lump sum || align="left" | Cathodic Protection System
|-
| 707-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 707-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 710 – Epoxy Coated Reinforcing Steel'''
|-
| 710-10.00 || 10 || pound || align="left" | Reinforcing Steel (Epoxy Coated)
|-
| 710-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 711 – Protective Coatings for Exposed Concrete Surfaces'''
|-
| 711-01.00 || 1 || lump sum || align="left" | Protective Coating – Concrete Bents and Piers (Urethane) <i>Note: Tar appearance</i>
|-
| 711-02.00 || 1 || lump sum ||align="left" | Protective Coating – Concrete Bents and Piers (Epoxy) <i>Note: Clear appearance</i>
|-
| 711-03.00 || 1 || lump sum || align="left" | Concrete and Masonry Protection System
|-
| 711-04.00 || 1 || lump sum || align="left" | Sacrificial Graffiti Protection System
|-
| 711-05.00 || 1 || lump sum || align="left" | Temporary Coating – Concrete Bents and Piers (Weathering Steel)
|-
| 711-10.00 || 1 || sq. yard || align="left" | Waterproofing
|-
| 711-10.01 || 1 || sq. yard || align="left" | Waterproofing Membrane
|-
| 711-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 711-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 711-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 712 – Structural Steel Construction'''
|-
| 712-09.00 || 1 || linear foot || align="left" | Expansion Device (Finger Plate)
|-
| 712-09.15 || 1 || linear foot || align="left" | Expansion Device (Flat Plate)
|-
| 712-10.00 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Misc.)
|-
| 712-10.10 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (I-Beam)
|-
| 712-10.20 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Plate Girder)
|-
| 712-10.30 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Trusses)
|-
| 712-10.40 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Concrete)
|-
| 712-10.50 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Box Girder)
|-
| 712-10.60 || 1 || lump sum || align="left" | Fabricated Sign Support Brackets
|-
| 712-11.00 || 10 ||pound || align="left" | Fabricated Structural Low Alloy Steel (Misc.)
|-
| 712-11.11 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (I-Beam) A709, Grade 50
|-
| 712-11.13 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (I-Beam) A709, Grade 50W
|-
| 712-11.21 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709, Grade 50
|-
| 712-11.22 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709, Grade 50W
|-
| 712-11.23 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709 Grade HPS70W
|-
| 712-11.24 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709 Grade HPS50W
|-
| 712-11.30 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Trusses)
|-
| 712-11.40 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Concrete)
|-
| 712-11.51 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Box Girder) A709, Grade 50
|-
| 712-11.52 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Box Girder) A709, Grade 50W
|-
| 712-11.59 || 1 || each || align="left" | Shear Connectors
|-
| 712-11.60 || 1 || sq. foot || align="left" | Steel Grid Floor (Half Concrete Filled)
|-
| 712-11.61 || 1 || sq. foot || align="left" | Steel Grid Floor (Concrete Filled)
|-
| 712-12.50 || 1 || lump sum || align="left" | Strengthening Existing Beams
|-
| 712-12.51 || 1 || each || align="left" | Hinge Modification
|-
| 712-13.00 || 10 || pound || align="left" | Fabricated Structural Steel Bearings
|-
| 712-20.00 || 10 || pound || align="left" | Carbon Steel Castings
|-
| 712-22.00 || 10 || pound || align="left" | Gray Iron Castings
|-
| 712-23.00 || 1 || linear foot || align="left" | Bridge Rail (Two Tube Structural Steel)
|-
| 712-30.00 || 1 || each || align="left" | Steel Bar Dam
|-
| 712-31.00 || 1 || each || align="left" | Cleaning and Coating Existing Bearings
|-
| 712-31.10 || 1 || each || align="left" | Bearing Removal for Inspection
|-
| 712-31.15 || 1 || each || align="left" | Surface Finishing Bearing Rocker
|-
| 712-31.20 || 1 || each || align="left" | Cleaning, Lubricating and Coating Bearing
|-
| 712-31.30 || 1 || each || align="left" | Rehabilitate Bearing
|-
| 712-31.40 || 10 || pound || align="left" | New Bearing Materials
|-
| 712-31.50 || 1 || each || align="left" | Anchor Bolt Replacement
|-
| 712-32.00 || 1 || each || align="left" | Removing, Coating and Reinstalling Light Standards (Bridges)
|-
| 712-32.10 || 1 || each || align="left" | Earthquake Restrainer Assemblies
|-
| 712-32.50 || 1 || each || align="left" | Rivet Removal and Replacement
|-
| 712-33.00 || 1 || lump sum || align="left" | Existing Diaphragm Connections to Flange
|-
| 712-33.01 || 1 || each || align="left" | Steel Intermediate Diaphragm for P/S Concrete Girders
|-
| 712-35.00 || 1 || linear foot || align="left" | Railing for Steps
|-
| 712-36.10 || 1 || each || align="left" | Slab Drain
|-
| 712-36.11 || 1 || each || align="left" | Slab Drain with Grate
|-
| 712-36.20 || 1 || lump sum || align="left" | Drainage System (On Structure)
|-
| 712-51.00 || 1 || lump sum || align="left" | Surface Preparation for Recoating Structural Steel
|-
| 712-51.01 || 1 || lump sum || align="left" | Surface Preparation for Overcoating Structural Steel (System G)
|-
| 712-51.02 || 1 || lump sum || align="left" | Surface Preparation for Applying Epoxy-Mastic Primer
|-
| 712-51.09 || 1 || lump sum || align="left" | Field Application of Organic Zinc Primer
|-
| 712-51.10 || 1 || lump sum || align="left" | Field Application of Inorganic Zinc Primer
|-
| 712-51.11 || 1 || lump sum || align="left" | Intermediate Field Coat (System G)
|-
| 712-51.12 || 1 || lump sum || align="left" | Finish Field Coat (System G)
|-
| 712-51.13 || 1 || lump sum || align="left" | Intermediate Field Coat (System H)
|-
| 712-51.14 || 1 || lump sum || align="left" | Finish Field Coat (System H)
|-
| 712-51.15 || 1 || lump sum || align="left" | Finish Field Coat (System I)
|-
| 712-52.00 || 100 || sq. foot || align="left" | Surface Preparation for Recoating Structural Steel
|-
| 712-52.01 || 100 || sq. foot ||align="left" | Surface Preparation for Overcoating Structural Steel (System G)
|-
| 712-52.02 || 100 ||sq. foot || align="left" | Chloride Remediation Surface Preparation
|-
| 712-52.09 || 100 || sq. foot || align="left" | Field Application of Organic Zinc Primer
|-
| 712-52.10 || 100 || sq. foot || align="left" | Field Application of Inorganic Zinc Primer
|-
| 712-53.15A || 0.1 || ton || align="left" | Intermediate Field Coat (System G)
|-
| 712-53.20A || 0.1 || ton || align="left" | Finish Field Coat (System G)
|-
| 712-53.35A || 0.1 || ton || align="left" | Intermediate Field Coat (System H)
|-
|| 712-53.40A || 0.1 || ton || align="left" | Finish Field Coat (System H)
|-
| 712-53.46 || 0.1 || ton || align="left" | Finish Field Coat (System I)
|-
| 712-53.65A || 100 || sq. foot || align="left" | Intermediate Field Coat (System G)
|-
| 712-53.70A || 100 || sq. foot || align="left" | Finish Field Coat (System G)
|-
| 712-53.85A || 100 || sq. foot || align="left" | Intermediate Field Coat (System H)
|-
| 712-53.90A || 100 ||sq. foot || align="left" | Finish Field Coat (System H)
|-
| 712-53.96 || 100 || sq. foot || align="left" | Finish Field Coat (System I)
|-
| 712-59.60 || 1 || lump sum || align="left" | Aluminum Epoxy-Mastic Primer
|-
| 712-59.61 || 1 || lump sum || align="left" | Gray Epoxy-Mastic Primer
|-
| 712-60.00 || 1 || linear foot || align="left" | Non-Destructive Testing
|-
| 712-99.01 || 1 || lump sum || align="left" | Galvanizing Structural Steel
|-
| 712-99.02 || 1 || each || align="left" | Misc.
|-
| 712-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 712-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 712-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 712-99.10 || 0.1 || ton || align="left" | Misc.
|-
| 712-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 713 – Thrie Beam for Bridge Guardrail'''
|-
| 713-30.00 || 1 || linear foot || align="left" | Bridge Guardrail (W-Beam)
|-
| 713-40.00 || 1 || linear foot || align="left" | Bridge Guardrail (Thrie Beam)
|-
| 713-99.03A || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 715 – Vertical Drain at End Bents'''
|-
| 715-10.01 || 1 || each || align="left" | Vertical Drain at End Bents
|-
| 715-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 716 – Neoprene Bearings'''
|-
| 716-10.00 || 1 || each || align="left" | Plain Neoprene Bearing Pad
|-
| 716-10.01 || 1 || linear foot || align="left" | Plain Neoprene Bearing Pad
|-
| 716-10.02 || 1 || each || align="left" | Laminated Neoprene Bearing Pad
|-
| 716-10.03 || 1 || each || align="left" | Laminated Neoprene Bearing Pad (Tapered)
|-
| 716-20.00 || 1 || each || align="left" | Laminated Neoprene Bearing Pad Assembly
|-
| 716-30.00 || 1 || each || align="left" | Type N PTFE Bearing
|-
| 716-40.00 || 1 || each || align="left" | POT Bearing
|-
| 716-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 716-99.02 || 1 || each || align="left" | Misc.
|-
| 716-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 717 – Flexible Joint Systems'''
|-
| 717-00.01 || 1 || linear foot || align="left" | Alternate Expansion Joint System
|-
| 717-10.01 || 1 || linear foot || align="left" | Preformed Compression Seal Expansion Joint System
|-
| 717-10.02 || 1 || linear foot || align="left" | Preformed Compression Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-20.01 || 1 || linear foot || align="left" | Strip Seal Expansion Joint System
|-
| 717-20.02 || 1 || linear foot || align="left" | Strip Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-20.53 || 1 || linear foot || align="left" | Open Cell Foam Joint System
|-
| 717-20.54 || 1 || linear foot || align="left" | Open Cell Foam Joint Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-30.01 || 1 || linear foot || align="left" | Silicone Expansion Joint Sealant System<br/><i>Note: See [[751.13 Expansion Devices#751.13.1.5 Silicone Seal Expansion Joint System|EPG 751.13.1.5 Silicone Seal Expansion Joint System]]</i>.
|-
| 717-30.02 || 1 || linear foot || align="left" | Silicone Expansion Joint Sealant<br/><i>Note: See [[751.13 Expansion Devices#751.13.1.5 Silicone Seal Expansion Joint System|EPG 751.13.1.5 Silicone Seal Expansion Joint System]].<br/>Use for silicone sealant only, no armor<i>.
|-
| 717-40.01 || 1 || linear foot || align="left" | Preformed Silicone or EPDM Expansion Joint System
|-
| 717-40.02 || 1 || linear foot || align="left" | Preformed Silicone or EPDM Expansion Joint Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 718 – Temporary Bridge'''
|-
| 718-10.10 || 1 || lump sum || align="left" | Furnishing Superstructure
|-
| 718-10.11 || 1 || lump sum || align="left" | Partial Furnishing of Superstructure
|-
| 718-10.20 || 1 || lump sum || align="left" | Transporting and Erecting Superstructure
|-
| 718-10.30 || 1 || lump sum || align="left" | Removing and Storing Superstructure
|-
| 718-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 718-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 720 – Mechanically Stabilized Earth Wall Systems'''
|-
|720-10.00 || 1 || sq. foot || align="left" | Mechanically Stabilized Earth Wall Systems
|-
| 720-11.00 || 1 || sq. yard || align="left" | Form Liners for MSE Wall Systems
|-
| 720-12.00 || 1 || cu. yard || align="left" | Select Granular Backfill for Structural Systems
|-
| 720-13.00 || 1 || each || align="left" | Pipe Pile Spacers
|-
| 720-14.00 || 1 || lump sum || align="left" | Temporary MSE Wall System
|-
| 720-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 720-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 901 – Highway Lighting'''
|-
| 901-93.00 || 1 || lump sum || align="left" | Navigation Lighting System
|-
| 901-93.01 || 1 || lump sum || align="left" | Bridge Lighting
|}

===751.6.2 Computation of Estimated Quantities===

All estimated quantities shall be carried to the degree of accuracy specified in the Index of Estimated Quantities. All quantities shall be listed on the plans in the order and worded exactly as shown in the Index of Estimated Quantities.

Two sets of quantity computations shall be independently performed and then agreed upon by the individuals performing the computations. Both sets of computations shall be bound together and submitted with the design plans.

In order to satisfy funding requirements on projects that add capacity to the Interstate System, the quantities that are attributed to the addition of capacity shall be reported separately from the remaining quantities in the submitted computations. Quantities shall not be shown separately on the bridge plans.

====751.6.2.1 Weight of Bolts and Shear Connectors====

Refer to AISC Manual of Steel Construction or ASTM F3125 for weight and dimensions of high strength bolts and washers. When calculating the weight of high strength bolts in structural connections, the following simplified weights may be used. These values include the weight of a regular hex head, one heavy hex nut, one washer, and the portion of the bolt projecting beyond the grip (washer thickness + nut thickness + 1/4“).

<center><u>'''Weight of High Strength Bolts'''</u></center>
{|align="center" border="1" cellpadding="1" cellspacing="1" style="text-align:center"
|-
!width="100"|Bolt Size<br/>Diameter (inch)
!width="100"|Weight per <br/>100 Bolts (pounds)
|-
|5/8||40
|-
|3/4||65
|-
|7/8||95
|-
|1||135
|-
|1-1/8||180
|-
|1-1/4||245
|-
|1-3/8||352
|-
|1-1/2||400
|}

<center><u>'''Weight of Shear Connectors'''</u></center>
{|align="center" border="1" cellpadding="1" cellspacing="1" style="text-align:center"
|-
!width="100"| 
!colspan="4"|Weight In Place Per 100 Studs
|-
!width="65"|Stud Dia.
!width="50"|4"
!width="50"|5"
!width="50"|6"
!width="50"|7"
|-
|3/4"||63||75||88||100
|-
|7/8"||81||98||115||132
|}

====751.6.2.2 Piles====

Estimated quantities for piles, steel or concrete, shall be compiled as the entire length of the piles used, including the length of pile embedded in the pile cap or footing, measured to the nearest foot for each pile.

====751.6.2.3 Pre-bore for Piling====

Pre-bore is required when fill exceeds five feet as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 702] or when specified on the Design Layout. Pre-bore is also required through earth plugs. Pre-bore is computed as the length of pile measured from the bottom of the pile cap or footing to the natural ground line or as directed on the Design Layout rounded to the nearest foot for each hole.

====751.6.2.4 Drilled Shafts ====

Drilled shafts, rock sockets and reinforcing steel quantity will be measured in accordance with Sec 701. Video camera inspection quantity will be calculated one for each drilled shaft. Foundation inspection hole quantities will be from the top of rock socket to the greater of either 10 feet or twice the diameter of the rock socket below the anticipated bottom of rock socket for each rock socket. Sonic logging testing shall be performed on all drilled shafts and rock sockets. Drilled shafts for high mast lighting will not require sonic logging testing.

====751.6.2.5 Concrete====

The volume of concrete shall be calculated to the nearest 0.1 cubic yard, except where reported in the table of Estimated Quantities for Slab, where concrete is rounded to the nearest whole cubic yard (see [[751.50 Standard Detailing Notes#(B3.21)|EPG 751.50, Note B3.21]]). Do not deduct for volume of concrete displaced by reinforcing steel or HP piling. When CIP piles are used, the displaced concrete volume should be deducted.

====751.6.2.6 Polymer Concrete====

The volume of polymer concrete shall be calculated to the nearest 1.0 cubic foot. Do not deduct for volume of concrete displaced by reinforcing steel.
<div id="Non-Destructive Testing (NDT) for Cover Plates"></div>

====751.6.2.7 Non-Destructive Testing (NDT) for Cover Plates====

NDT shall be required for all top cover plates when a bridge is to be redecked. Required NDT length shall be computed for pay and, if necessary for clarity, details can be shown on the plans (for example, to show unusual NDT locations not covered elsewhere). The length of weld to be tested and the base metal, 1” either side of the weld, shall be cleaned of all rust prior to the testing. On cover plates with square ends, the weld shall be tested 1” from each corner along the ends of the cover plate plus 6” back along the side from each corner of the plate. On cover plates with tapered ends, the weld shall be tested along the end of cover plate, along tapered edges and 6” back along cover plate from end of taper.

In the rare case that there are bottom flange cover plates, it is the responsibility of the SPM or SLE to coordinate with district bridge engineer or review visual records and field inspection notes and decide if these plates need to be tested. This should include only welded cover plate ends that terminate in a tension zone. If cover plates terminate at the inflection point or past it, there is a small chance that the bottom flange cover plate welds would need to be tested. (Rarely, other areas of cover plate welds could be tested based on deteriorated conditions as reported from the field on the Structural Rehabilitation Checklist.)

====751.6.2.8 Temporary Shoring or Temporary MSE Wall System====

When temporary shoring or temporary MSE wall is required, it shall be reported as a lump sum item on the bridge plans. In addition, the estimated area of temporary shoring or temporary MSE wall shall be computed to the nearest square foot and recorded only in the quantity folder. Embedment of temporary shoring shall be taken as one third of the exposed height of the shoring for the purpose of estimating the shoring area. The bottom of temporary MSE wall shall be taken as the lower of the top of permanent wall levelling pad or bottom of improved foundation. For temporary shoring use 206-55.00 pay item and for temporary MSE wall system use 720-14.00 pay item ([[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]]).

====751.6.2.9 MSE Retaining Walls====

Quantities for Mechanically Stabilized Earth Wall Systems are to be calculated based on the vertical face of the wall system as shown on the plans. The payment for furnishing and fabricating the concrete facing elements, excavation and installing the leveling pad, furnishing, and installing the soil reinforcement, furnishing, and placing select granular backfill for structural systems, furnishing other incidentals related to the wall system, and erecting the wall system complete-in-place, will be considered completely covered by the contract unit price for Mechanically Stabilized Earth Wall Systems per square foot. The use of the Select Granular Backfill for Structural Systems pay item will not be required. For permanent MSE wall systems use 720-10.00 pay item ([[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]]).

====751.6.2.10 Bridge Slabs====

The gross area of concrete slabs is used in the Estimated Quantities table and shall be estimated to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of the bridge slab. This shall include all expansion gaps within these limits.

The actual volume of concrete is used in the table of slab quantities for the purpose of preparing the cost estimate and is given on the plans as an aid to the contractor. The concrete on top of the backwall at end bents for expansion joint systems shall be included in this volume (see [[751.50 Standard Detailing Notes#(B1.7)|Note B1.7]]). Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate (see [[751.50 Standard Detailing Notes#B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Slab Overlays|Note B3.21]]). Reinforcing steel shall be estimated to the nearest 10 pounds.

<div id="Structural Steel Protective Coatings (Nonweathering Steel)"></div>

====751.6.2.11 Structural Steel Protective Coatings (Non-weathering Steel)====

The protective coating, as specified on the Design Layout, shall be System G, H or I with the color being gray or brown. The coating color shall be specified on the Design Layout. The following gives pay item guidelines for most bridges.

'''<u>Coating New Multi-Girder/Beam Bridges</u> '''

Intermediate Field Coat and Finish Field Coat (System G, H or I) (Gray or Brown) - The quantity shall be computed to the nearest one hundred square foot of structural steel to be field coated. The area computations do not include bearings, diaphragms, stiffeners and all other miscellaneous steel within the limits of the field coatings.

'''1. Bridges over Roadways''' (does not include over Railroads)

The intermediate field coat for beam and girder spans shall be applied to the surfaces of all structural steel except those surfaces to be in contact with concrete shall not receive the intermediate coat. The intermediate coat shall also be applied to the bearings, except where bearings will be encased in concrete.

The finish field coat for beam and girder spans shall include the facia girders or beams. The limits of the facia girders or beams shall include the bottom of the top exterior flanges, the top of the bottom exterior flanges, the exterior web area, the exterior face of the top and bottom flanges, and the bottom of the bottom flange. Areas of steel to be in contact with concrete shall not receive the finish coat. The finish coat shall also be applied to the exterior bearings, except where bearings will be encased in concrete.

The surfaces of all structural steel located under expansion joints of beam and girder spans shall be field coated with intermediate and finish coats for a distance of one and a half times the girder depth, but not less than 10 feet from the center line of the joint. Within this limit, the items to be field coated shall include all surfaces of beams, girders, bearings, diaphragms, stiffeners and miscellaneous structural steel items. Areas of steel to be in contact with concrete shall not receive the field coats. The limits of the field coatings shall be masked to provide crisp, straight lines and to prevent overspray on adjacent areas.
<div id="When System I finish field coat"></div>
When System I finish field coat is specified on the plans with System G intermediate coat, System I finish field coat quantity will be figured the same as above for the finish field coat. System G intermediate coat with System I finish field coat will be as above for the intermediate field coat except that the area of the System I finish field coat will not be included in the System G intermediate field coat area. When the plans state System I finish field coat shall be substituted for System G intermediate coat, System I finish field coat quantity will be figured for all girder surfaces as discussed above for intermediate field coat area.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|<u>'''New Non-Weathering Bridge Over Roadway'''</u>
|-
|[[image:751.6.2.11-Typical Roadway.jpg|center|x300px]] ||style="width: 200px"| || [[image:751.6.2.11-Deck Joints Roadway.jpg|center|x300px]]
|-
|style="font-size:0.75em"|'''Typical Coating (System G)''' || ||style="font-size:0.75em"|'''Coating Near Deck Joints (System G)'''
|-
|}

'''2. Bridges over Streams and Bridges over Railroads '''

The field coatings (including intermediate and finish coats) for beam and girder spans shall include the facia girders or beams. The limits of the facia girders or beams shall include the bottom of the top exterior flanges, the top of the bottom exterior flanges, the exterior web area, the exterior face of the top and bottom flanges, and the bottom of the bottom flange. Areas of steel to be in contact with concrete shall not receive the field coats. The field coatings shall also be applied to the exterior bearings, except where bearings will be encased in concrete. The interior beams or girders shall only have the prime coat applied with no other field coatings required.

The surfaces of all structural steel located under expansion joints of beam and girder spans shall be field coated with intermediate and finish coats for a distance of one and a half times the girder depth, but not less than 10 feet from the center line of the joint. Within the limit, the items to be field coated shall include all surfaces of beams, girders, bearings, diaphragms, stiffeners and miscellaneous structural steel items. Areas of steel to be in contact with concrete shall not receive the field coats. The limits of the field coatings shall be masked to provide crisp, straight lines and to prevent overspray on adjacent areas.

When System I is specified, the intermediate field coat will not be required.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|<u>'''New Non-Weathering Bridge Over Stream or Railroad'''</u>
|-
|[[image:751.6.2.11-Typical_Stream_RR.jpg|center|x300px]] ||style="width: 200px"| || [[image:751.6.2.11-Deck_Joints_Stream_RR.jpg|center|x300px]]
|-
|style="font-size:0.75em"|'''Typical Coating (System G)''' || ||style="font-size:0.75em"| '''Coating Near Deck Joints (System G)'''
|-
|}

'''<u>Coating New Truss Bridges or Other Unusual Structures</u> '''

Intermediate Field Coat and Finish Field Coat (System G, H or I) (Gray or brown) - The quantity shall be computed as a lump sum quantity.

All structural steel for truss or steel box girder spans shall be field coated with intermediate and finish coats, except the area of steel to be in contact with concrete and intermediate field coat is not required when System I is specified.

<u>'''Recoating Existing Multi-Girder/Beam Bridges '''</u>

Quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or coated. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings.

'''1. Surface Preparation for Recoating Structural Steel '''- Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' - Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G or H) (Gray or Brown)''' - Coverage shall meet the same requirements as new multi-girder/beam bridges.

'''4. Finish Field Coat (System G, H or I) (Gray or Brown)''' - Coverage shall meet the same requirements as new multi-girder/beam bridges.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|<u>'''Existing Non-Weathering Bridge'''</u>
|-
|[[image:751.6.2.11-Recoating_Roadway.jpg|center|x300px]] ||style="width: 200px"| || [[image:751.6.2.11-Recoating_Stream_RR.jpg|center|x300px]]
|-
|style="font-size:0.75em"|'''Typical Recoating Over Roadway (System G)''' || ||style="font-size:0.75em"| '''Typical Recoating Over Stream or Railroad (System G)'''
|-
|COLSPAN="3"|[[image:751.6.2.11-Recoating_Deck_Joints.jpg|center|x300px]]
|-
|COLSPAN="3" style="font-size:0.75em"|'''Recoating Near Deck Joints (System G)'''
|-
|}

<u>'''Recoating Existing Truss Bridges or other Unusual Structures '''</u>

Quantities shall be computed as lump sum quantities. The approximate weight of steel shall be shown to the nearest ton in the contract documents.

'''1. Surface Preparation for Recoating Structural Steel''' - Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' – Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G or H) (Gray or Brown)''' – Coverage shall meet the same requirements as new truss bridges.

'''4. Finish Field Coat (System G, H or I) (Gray or Brown)''' – Coverage shall meet the same requirements as new truss bridges.

<u>'''Overcoating Existing Multi-Girder/Beam Bridges '''</u>

Quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or overcoated except as noted below. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings. Partial overcoating of steel structures is allowed and the areas of partial overcoating should be clearly indicated shown on the plans.

'''1. Surface Preparation for Overcoating Structural Steel (System G)''' - Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Intermediate Field Coat (System G)''' - Coverage shall meet the same requirements as Surface Preparation for Overcoating Structural Steel (System G).

'''3. Finish Field Coat (System G)''' - Coverage shall meet the same requirements as new bridges.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|[[image:751.6.2.11-Overcoating_Existing_Bridge.jpg|center|x300px]]
|-
|COLSPAN="3" style="font-size:0.75em"|'''Overcoating Existing Non-Weathering Bridge (System G)'''
|-
|}

<u>'''Limits of Paint Overlap '''</u>

Refer to [[751.50_Standard_Detailing_Notes#A4a1._Steel_Structures-_Nonweathering_Steel|EPG 751.50 Note A4a1.24]]. The figure below with note is available in a CADD cell.

[[image:Part_Elev_Paint_Overlap_11-3-23.png|800px]]

====751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)====

'''<u>Coating New Multi-Girder/Beam Bridges, Truss Bridges or other Unusual Structures</u>'''

There will not be a quantity item for coating weathering steel. The cost of coating weathering steel structures will be considered completely covered by the contract unit price for the Fabricated Structural Steel.

'''<u>Recoating Existing Multi-Girder/Beam Bridges, Truss Bridges or other Unusual Structures </u>'''

Recoating weathering steel when performing joint repair/replacement may be included on the contract plans. Other areas may be recoated depending upon inspection of the condition of weathering steel and the future deterioration expectations of same by Bridge Maintenance. See Structural Project Manager or Structural Liaison Engineer.

For existing multi-girder/beam bridges, quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or recoated. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings. For truss bridges or other unusual structures, quantities shall be computed as lump sum quantities.

'''1. Surface Preparation for Recoating Structural Steel''' - Preparation shall be on a case-by-case basis except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' - Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G) (Brown)''' - Coverage shall be on a case-by-case basis.

'''4. Finish Field Coat (System G or I) (Brown)''' - Coverage shall be on a case-by-case basis.

====751.6.2.13 Protective Coatings for Concrete====

When the use of a protective coating for concrete is required, it shall be reported as a lump sum item on the bridge plans. In addition, the estimated area to be coated shall be computed to the nearest square foot and recorded only in the quantity folder. The following guidelines shall apply to the calculations for these items.

:'''Protective Coating - Concrete Bents and Piers (Urethane) or (Epoxy)'''

:See Expansion Devices Section for details.

:'''Protective Coating - Concrete Bents and Piers (Weathering Steel)'''

:Concrete Abutments - Coat all surfaces above the ground line.

:Concrete Intermediate Bents & Piers - Coat all surfaces above the ground line or above the low water elevation, whichever is the higher at that bent or pier.

:'''Concrete and Masonry Protection System'''

:Coat all surfaces above ground line of the concrete as specified on the Design Layout.

:'''Sacrificial Graffiti Protection System'''

:Coat all surfaces above ground line of the concrete as specified on the Design Layout.

====751.6.2.14 Asphaltic Concrete Pavement====

Seal coat or tack coat is required with the asphaltic concrete pavement. Unit weights will not be calculated.

====751.6.2.15 Seal Coat ====

A seal coat shall be used when specified on the Bridge Memo.

The following unit weight will be used to calculate the estimated quantity reported on the bridge plans:
:Seal Coat = 0.4 gal/sq. yd.

Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Unit weights will not be calculated for aggregate.

====751.6.2.16 Tack Coat====

A tack coat shall be used when specified on the Bridge Memo. The following unit weights will be used to calculate the estimated quantity reported on the bridge plans:

:Tack Coat = 0.05 gal/sq. yd.

====751.6.2.17 Excavation====

Excavation shall be computed in accordance with Sec 206 and the limits shown in this section.

The '''Roadway and Drainage Excavation Line''' is the finish grade line after the bridge is completed in place. This may or may not correspond to the preliminary embankment line placed before the bridge is built.

The '''Excavation Datum''' is located at one foot above Low Water Elevation of the stream bed (round up to the next one foot). Use the low point of the streambed cross-section as Low Water Elevation, if a Low Water Elevation cannot be found. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.

'''Excavation Limit Rules'''

Soil or other sub-strata shall be excavated to the limits of:
* 18” around the perimeter at the bottom of footings, and vertically* to the finished Roadway and Drainage Excavation Line
* 18” around the wings on end bents
* The perimeter of seal courses
* No excavation shall be figured for piles or bracing
* If there is less than 10 cubic yards of total excavation, no excavation item needs to be listed in the Estimated Quantities. See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Classes of Excavation**'''

'''Class 1, Class 2 Excavations''' shall be computed in accordance with Sec 206 and the limits shown in the figures below. Excavation for structures below Excavation Datum Elevation will be paid for as '''Class 2 Excavation.''' Excavation for structures above Excavation Datum Elevation will be paid for as '''Class 1 Excavation.''' Use a minimum of 10 cubic yards of Class 1 Excavation when there is Class 2.

'''Class 4 Excavation''' shall be used for culverts. Class 4 Excavation shall be computed in accordance with Sec 206 and the limits shown below. Culvert concrete removal for extensions will be paid for as Partial Removal of Culvert-Bridge Concrete. See the Design Layout for special cases.

'''Cases of Excavation'''

'''Case 1''' is when the ground line survey is a higher elevation than the roadway and drainage excavation line.

'''Case 2''' is when the ground line survey is a lower elevation than the roadway and drainage excavation line.

:<font color = "white">(</font color="white">''*'' Soil shall be excavated vertically from the bottom of the footing for footing on pile, 6” above the bottom of the footing for footing on rock and 18” above the bottom of the footing for footing on shale.

:<font color = "white">(</font color="white">''**'' Use Excavation in Rock if it is anticipated to be more than 10 cu. yard. The designer should check with the Structural Project Manager before calculating the quantity of Excavation in Rock. See [[#751.6.1 Index of Quantities|EPG 751.6.1 Index of Quantities Bridge]].

'''Excavation Limits: Bridges'''

The following figures graphically show the excavation limits for various substructure types. The effects of skew on the fill slope (H:V) should be considered in determining excavation quantities at end bents.

:H<sub>θ</sub> = H/cosθ

Where:
:::H:V = horizontal:vertical components of fill slope (Normal)
:::H<sub>θ</sub> = horizontal component of the fill slope parallel to centerline of roadway with V = 1
:::H = horizontal component of the fill slope normal to centerline of bent with V = 1
:::θ = end bent skew angle

<center>'''Excavation Limits: Integral End Bent (Case I) '''

[[image:751.6.2.17 int case 1 1.jpg|500px]]

[[image:751.6.2.17 int case 1 2.jpg|500px]]
----

'''Excavation Limits: Non-Integral End Bent (Case I) '''

[[image:751.6.2.17 non int case 1 1.jpg|500px]]

[[image:751.6.2.17 non int case 1 2.jpg|500px]]
----

'''Excavation Limits: Stub Bent (Case I) '''

[[image:751.6.2.17 stub.jpg|500px]]

----

'''Excavation Limits: All Grade Separations'''

[[image:751.6.2.17 all.jpg|900px]]

----

'''Excavation Limits: Stream Crossings (Typical)'''</center>

[[image:751.6.2.17 stream typical.jpg|center|900px]]

----
<center>'''Excavation Limits: Stream Crossings (No Excavation Item)'''</center>

[[image:751.6.2.17 stream no excavation.jpg|center|900px]]

'''Excavation Limits: Retaining Walls'''

[[Image:751.6 Retaining Walls.gif|center]]

Note:
:Excavation to be included in Estimated Quantity Table (Class 1 shall be calculated to the nearest 5 cubic yards).

:Final limits of the roadway and bridge excavation to be coordinated with the bridge plans prior to estimating.

:See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Excavation Limits: Culverts'''

[[Image:751.6 Culverts.gif|center]]

Excavation to be included in Estimated Quantity Table (Class 4 Excavation shall be carried to the nearest 5 cubic yards). Final limits of the roadway and bridge excavation to be coordinated with the bridge plans prior to estimating.
<br/>
<br/>Excavation of 18" adjacent to the removal of culvert ends for purpose of extending the culvert will not be considered excavation and is considered part of removal. (Refer to Sec 206)
<br/>
<br/>See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Mechanically Stabilized Earth Walls (MSEW) Excavation and Fill'''

Excavation and Fill behind MSEW:

Excavation classes, quantities and pay items are determined and computed by districts for all MSEWs (Bridge Division walls and District Design Division walls) and are to be included on the roadway plans. Excavation before wall should be addressed same as excavation behind wall. Fill behind MSEWs is included in the cost of MSEWs and no separate quantity or pay item is required.

Excavation and Fill below MSEW (below top of leveling pad):

Excavation classes, quantities, replacement fill and pay items are determined and computed by districts for all MSEWs (Bridge Division walls and District Design Division walls) when required on the Foundation Investigation Geotechnical Report (FIGR), and are to be included on the roadway plans. When the FIGR gives excavation limits and type of replacement fill required for ground improvement, a detail is typically added to the MSEW plans showing the removal area and the removal locations along the wall (also referred to as “soil improvement”, “ground [or soil] mitigation”, “foundation replacement” or “foundation excavation”).

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|+
! style="background:#BEBEBE" colspan="5"|MSEW Excavation and Fill Guidelines
|-
!Excavation!!Std. Spec. Sec!!Fill!!Pay Item(s) on<br/>Roadway Plans 2B<br/>Quantities Sheet!!Notes
|-
|Behind Wall||203||Compacted select<br/>granular backfill<br/>per Sec 720||Class A or Class C<br/>Excavation||• Show on roadway plans
|-
|Below Wall<br/>(Ground<br/>Improvement)||203, 214||Compacted rock fill<br/>or other per FIGR||Class A or Class C<br/>Excavation,<br/>Furnishing Rock<br/>Fill,<br/>Placing Rock Fill (or<br/>other fill per FIGR)||• Show on MSEW<br/>plans
|-
|Below Wall<br/>(Incidental)||720||Suitable material<br/>per District<br/>Geotechnical||NA||• Unanticipated and<br/>Unsuitable per<br/>engineer in field
|}

'''Excavation Limits: Mechanically Stabilized Earth Walls (MSEW)'''

Excavation behind and below MSEWs are roadway pay items and based on information given in the Foundation Investigation Geotechnical Report (FIGR). Included may be a minimum soil reinforcement length, minimum embedment of the bottom of wall (top of leveling pad), global stability confirmation and angle of retained backfill which are used to estimate the excavation quantities. Use greatest of recommended minimum soil reinforcement length from
:::* FIGR, or
:::* the following table, or
:::* 8 ft. minimum.
One additional foot must be added to the selected length to determine estimated excavation quantities.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|+
! !!style="background:#BEBEBE" |MoDOT (USE)!!style="background:#BEBEBE" |Table 2-1 (FHWA NHI-10-024)<br/>(REFERENCE)
|-
!style="background:#BEBEBE" |Case!!Minimum Length of Soil<br/>Reinforcement, L!!Minimum Length of Soil<br/>Reinforcement, L
|-
|align="center"|Static loading with or without<br/> traffic surcharge ||align="center"|0.7H ||align="center"|0.7H
|-
|align="center"|Sloping backfill surcharge ||align="center"|0.8H||align="center"| 0.8H
|-
|align="center"|Seismic loading||align="center"|0.95H||align="center"| 0.8H to 1.1H
|}

Where,

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

Note: Upper two layers of soil reinforcement shall be extended 3 feet to 5 feet beyond the lower layers for seismic requirement. (FHWA NHI-10-024 section 4.4.3)

Minimum soil reinforcement length shall be greater than or equal to as required for a stable feature wall for strong/stable rock as shown in following cases 5 through 7.

<center>'''<u>TABLE OF EARTH WORK EXCAVATION QUANTITIES EXAMPLE IN ACCORDANCE WITH DISTRICT PROCEDURE</u>'''</center>

[[image:751.6.2.17 earth work.jpg|850px|center]]

The excavation table example provides for identifying both Bridge Division MSE walls and District Design MSE walls.

For District Design MSE walls:

Ex. 1 shows that a wall can be laid out separate from the roadway and will have its own alignment where the wall earthwork can be quantified and shown independently in a table row.

Ex. 2 shows that a wall can be laid out along a roadway where it makes sense to include the wall earthwork with the roadway earthwork. This will be the case most of the time.

<center>'''General Section thru MSEW In Cut'''</center>

[[image:751.6.2.17.jpg|700px|center]]

In Cut: (Cases 1 to 6)

θ can equal ɸ<sub>Ƅ</sub> for computing excavation quantities. It may also be 1:1 (H:V) or 2:1 (H:V) at discretion of district.

In Fill: (Case 7)

Excavation shall be computed based on the wall and soil (and/or rock) parameters as given in the FIGR.
Dimensions of ground improvements will be given in FIGR if required. This includes area elevation, length and locations along the wall and slope cuts*.

Rock fill in accordance with Sec 214 is typically used as replacement fill for ground improvement.

<center>'''Case 1: In cut with soil excavation (behind wall)'''</center>

[[image:751.6.2.17 case 1.jpg|700px|center]]

________________________________________

<center>'''Case 2: In cut with soil excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 2.jpg|750px|center]]

________________________________________

<center>'''Case 3: In cut with soil and rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 3.jpg|700px|center]]

________________________________________

<center>'''Case 4: In cut with soil and rock excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 4.jpg|700px|center]]

________________________________________

<center>'''Case 5a Stable Feature MSE Wall: In cut with soil and partial rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 5a.jpg|700px|center]]

________________________________________

<center>'''Case 5b Stable Feature MSE Wall: In cut with soil excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 5b.jpg|700px|center]]

________________________________________

<center>'''Case 6 Stable Feature MSE Wall: In cut with soil excavation'''</center>

[[image:751.6.2.17 case 6.jpg|700px|center]]

________________________________________

<center>'''Case 7a: In fill with ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 7a.jpg|500px|center]]

<center>'''Case 7b Stable Feature MSE wall: In fill mostly with partial rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 7b.jpg|700px|center]]

Note: Include rock excavation in excavation quantities.

[[Category:751 LRFD Bridge Design Guidelines|751.06]]

Job Special Provisions

2024-03-22T12:30:46Z

Legged1:

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2401.docx NJSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AB || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|}

616.23 Traffic Control for Field Operations

2024-03-06T21:57:34Z

Legged1: /* 616.23.2.5.7 Pavement Markings */ terminology

[[image:616.23.jpg|left|205px]]
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|-
|EPG articles are not referenced as "sections" but as EPG XXX.X or "articles" to avoid confusion with MoDOT specs (which are contractually binding).
|}
[[:Category:132 Safety|Safety]] is one of MoDOT's values. To keep our work zones as safe as possible, MoDOT published the Traffic Control for Field Operations (TCFO) manual in 2002 and later incorporated the manual into EPG 616.23. It establishes minimum expectations for temporary traffic control measures on the state highway system and is valuable when developing a temporary traffic control plan for specific situations.

Traffic Control for Field Operations is based upon Part 6 of [http://mutcd.fhwa.dot.gov/pdfs/2003r1/pdf-index.htm the ''Manual on Uniform Traffic Control Devices (MUTCD)''] as well as MoDOT policies and best practices. EPG 616.23 is applicable to maintenance operations performed on MoDOT right of way. In this article, "maintenance operation" shall include any field operation performed by a MoDOT employee.

[[616.23 Traffic Control for Field Operations#616.23.2 Guidelines|Guidelines]] contains basic temporary traffic control guidelines used on the state highway system. These guidelines provide insight into the development of the typical applications and may be used by the supervisor to develop a temporary traffic control plan for a particular situation not covered by one of the typical applications. [[616.23 Traffic Control for Field Operations#616.23.3 Typical Applications|Typical Applications]] contains the most common temporary traffic control plans needed for work accomplished within highway right of way. These typical applications feature information on and a schematic of how the temporary traffic control zone is set up.

<div id="Easily printable pdf. versions"></div>

{|style="border:10px solid #ff9933; background:#ffffff" align="center" margin-right:1px width="690"
|-
! colspan="3" height="35" align="center" style="background:#ff9933" |<font size = 4.5>''[[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications for Maintenance|Easily printable pdf. versions of the TAs]]''
|-
|}

Supervisors should exercise discretion in the application of these guidelines and typical applications, as deviations may be necessary due to conditions and requirements of a particular site or jurisdiction. Many variables, such as work location, work duration, work type, time of day, weather conditions, road type, geometrics, vertical and horizontal alignment, intersections, interchanges, traffic volumes, traffic mix and traffic speed affect the needs of each zone. Therefore, it may be necessary to modify, enhance or combine typical applications to provide adequate temporary traffic control for a particular situation. If a situation is encountered where none of the typical applications provided can be easily adapted for use, consult the appropriate engineering staff or their designee for assistance to develop a temporary traffic control plan specific to the field condition.

==616.23.1 Definitions==
{|style="border:10px solid #ff9933;" width="775px" align="center"
|-
|[[image:616.23.1.jpg|center|750px]]
|}

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

'''Advance Warning Area''' - Area of a temporary traffic control zone where traffic is informed of the upcoming temporary traffic control zone.

'''Advance Warning Rail System''' - Three barricade rails installed to enhance a warning sign and flags.

'''Area Lighting''' - Lighting used at night to guide traffic through the temporary traffic control zone.

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

'''Barricade''' - Temporary traffic control device consisting of one or three appropriately marked rails used to close, restrict or delineate all or a portion of the right of way.

'''Barrier-Mounted Sign''' - Sign mounted on a temporary or permanent traffic barrier.

'''Buffer Space''' - Area within the activity area free of equipment, material, and personnel used to provide lateral and/or longitudinal separation of traffic from the workspace or an unsafe condition.

'''Channelizer''' - Temporary traffic control device used to guide traffic or delineate an unsafe condition.
[[image:616.23.1 daytime.jpg|right|200px]]
'''Crash Cushion''' - Temporary traffic control device used at fixed object and other desirable locations to reduce crash severity.

'''Daytime/Daylight''' - Period of time from one-half hour after sunrise to one-half hour before sunset.

'''Detour''' - Temporary rerouting of traffic onto an existing facility to avoid a temporary traffic control zone.

'''Diversion''' - Rerouting of traffic around an activity area using a temporary roadway or portions of an existing parallel roadway.

'''Divided Highway''' - Highway with physical separation of traffic in opposite directions.

'''Downstream Taper''' - Visual cue to traffic that access back into a closed lane is available.

'''Emergency Operation''' - Work involving the initial response to and repair/removal of safety concerns including Response Priority 1 items.

'''Fine Sign''' - Regulatory sign indicating the applicability of additional fines in a temporary traffic control zone.

'''Flag System''' – A flag bracket and two flag assemblies. Flags are used to enhance signs.

'''Flagger''' - Person who provides temporary traffic control by assigning right of way.

'''Flashing Arrow Panel''' - Temporary traffic control device with a pattern of elements capable of flashing displays (i.e. left/right arrow, double arrow, caution mode) used to provide warning or guidance to traffic.
[[image:616.23.1 fleet warning light.jpg|right|200px|thumb|<center>'''Fleet Lighting'''</center>]]
'''Fleet Lighting''' - Rotating or flashing lights used to increase the visibility of work-related vehicles and equipment in the temporary traffic control zone.

'''Guide Sign''' - Sign showing route designations, destinations, directions, distances, services, points of interest or other geographical, recreational or cultural information.

'''High Speed''' - Posted speed of 50 mph and above.

'''Highway''' - Any facility constructed for the purposes of moving traffic.

'''Incident Area''' - Temporary traffic control zone where temporary traffic control devices are deployed in response to a traffic incident, natural disaster, special event, etc.

'''Intermediate-Term Stationary Operation''' - Daytime work occupying a location from more than one daylight period up to 3 days or nighttime work occupying a location more than 60 minutes.

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

'''Lateral Buffer Space''' - Obstacle-free area adjacent to the workspace or an unsafe condition that provides room for recovery of an errant vehicle.

'''Lighting Device''' - Temporary traffic control device illuminating a portion of the roadway or supplementing other traffic control devices.

'''Long-Term Stationary Operation''' - Work occupying a location longer than 3 days.

'''Longitudinal Buffer Space''' - Obstacle-free area in advance of the work space or an unsafe condition that provides room for recovery of an errant vehicle.

'''Low Speed''' - Posted speed of 45 mph and below.

'''Low Volume''' - 500 or less AADT. The rule of thumb is to count the number of vehicles passing a single reference point over a five-minute period. If not more than three vehicles pass the reference point in that period, then the road can be considered low volume for the purpose of installing work zone traffic control.

'''May''' - Indicates a permitted practice and carries no requirement or recommendation.

'''Mobile Operation''' - Work on the roadway that moves intermittently or continuously.

'''Motorized Traffic''' - Movement of vehicles and equipment on the roadway.

'''Multilane Highway''' - Highway with two or more driving lanes in the same direction of travel.

'''Nighttime''' - Period of time from one-half hour before sunset to one-half hour after sunrise.
[[image:616.23.1 non-motorize 2013.jpg|right|300px]]
'''Non-Motorized Traffic''' - Movement of pedestrians, bicycles, horse-drawn vehicles, etc. on roadway or within the right of way.

'''One-Lane, Two-Way Taper''' - Temporary traffic control measure used to channelize traffic through an activity area occupying one lane of an undivided, two-lane roadway.

'''[[:Category:620 Pavement Marking|Pavement Marking]]''' - Lines, markers, words and symbols affixed to the pavement surface to channelize and guide traffic.

'''Pilot Car''' - Vehicle used to guide a queue of vehicles through the temporary traffic control zone.

'''[[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|
Portable Changeable Message Signs (CMS)]]''' - Temporary traffic control device capable of displaying a variety of messages to traffic.

'''Portable Sign''' - Sign mounted on temporary supports (e.g. self-driving post, easels, foldup stands, barricades, etc.).

'''Post-Mounted Sign''' - Sign mounted on a non-portable post (e.g. perforated square steel tube, u-channel, wood, etc.).

'''Protective Vehicle''' - Vehicle used to protect workers or work equipment from errant vehicles (e.g. pick up, dump truck, loader, etc.).

[[903.5 Regulatory Signs|'''Regulatory Sign''']] - Sign giving notice of traffic laws or regulations.

'''Roadway''' - Portion of highway, including shoulders, intended for use by motorized traffic.

[[941.3 Urban/Rural Designations|'''Rural''']] - Area generally characterized by lower volumes, higher speeds and fewer turning conflicts and conflicts with pedestrians. Includes unincorporated areas designated by community boards.

[[616.18 Construction Inspection Guidelines for Sec 616# Safety Requirements (for Sec 616.3)| '''Safety Apparel''']] - [http://sharepoint/safety/csp/SitePages/PPE.aspx Personal protective equipment] worn by a worker to improve visibility (e.g. vests, hats, etc.).

'''Shall''' - Indicates a required, mandatory, or specifically prohibitive practice. Shall statements are not to be modified or compromised based on engineering judgement or engineering study.

'''Short Duration Operation''' - Daytime or nighttime work occupying a location up to 60 minutes.

'''Short-Term Stationary Operation''' - Daytime work occupying a location more than 60 minutes, but less than 12 hours.

'''Should''' - Indicates a recommended, but not mandatory, practice in typical situations. Deviations are allowed if engineering judgement or engineering study indicates the deviation to be appropriate.

'''Shoulder Taper''' - Temporary traffic control measure used to close the shoulder.

'''Sign''' - Traffic control device conveying a static message to traffic through words or symbols.

'''Speed Limit''' - Maximum speed applicable to a section of highway as established by law.

'''Stop Bar''' - Solid white pavement marking extending across an approach lane to indicate the point where traffic is to stop.

'''Supplemental Warning Methods''' - Temporary traffic control enhancements used to increase the effectiveness of select temporary traffic control devices or the awareness of the entire temporary traffic control zone.

'''Taper''' - Series of channelizers and/or pavement markings used to move traffic into the intended path.

'''Temporary Traffic Barrier''' - Temporary traffic control device used to create a physical separation between traffic and the workspace, an unsafe condition, or non-motorized traffic.

'''Temporary Traffic Control Device''' - Item used to regulate, warn or guide traffic through a temporary traffic control zone.

'''Temporary Traffic Control Plan''' - Describes temporary traffic control measures to be used for moving traffic through a temporary traffic control zone.

'''Temporary Traffic Control Signal''' - Temporary traffic control device used to assign right of way through automatic means.

'''Temporary Traffic Control Zone''' - Section of highway where traffic conditions are changed due to a work zone or an incident area through the use of temporary traffic control devices, [[616.16 Law Enforcement Services|law enforcement]] or other authorized officials. It extends from the first warning sign or rotating/strobe lights on a vehicle to the last temporary traffic control device.

'''Termination Area''' - Area of a temporary traffic control zone returning traffic to the normal path.

'''Traffic''' - Highway user.

'''Traffic Space''' - Area within the activity area in which traffic is routed through the activity area.

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

'''Traveled Way''' - Portion of roadway intended for the movement of motorized traffic.

[[:Category:612 Impact Attenuators#612.1.1 Truck- and Trailer-Mounted Attenuators|'''Truck-Mounted Attenuator (TMA) ''']] - Device designed to attach to the rear of protective vehicles to absorb the impact of an errant vehicle or inattentive driver.

'''Undivided Highway''' - Highway with no physical separation of traffic in opposite directions.

'''Urban''' - Area within the limits of incorporated towns and cities where the posted speed is 60 mph or less.

'''Vehicle-Mounted Sign''' - Sign mounted on a protective vehicle used in short duration and mobile operations or on a pilot car.

'''Warning Sign''' - Sign giving notice of a situation or condition that might not be readily apparent.

'''Work Duration''' - Length of time an operation occupies a location.

'''Work Lighting''' - Lighting used at night to perform activities within the workspace.

'''Work Location''' - Portion of right of way in which work is performed.

'''Workspace''' - Area within the activity area closed to traffic and set aside for workers, equipment, materials and a protective vehicle, if one is used upstream. Channelizers usually delineate workspaces.

'''Work Vehicle''' - Any vehicle by which work is performed.

'''Work Zone''' - Temporary traffic control zone where temporary traffic control devices are deployed for construction, maintenance or utility- related work activities.

'''Work Zone Length''' - Distance from last sign in the advance warning area to the last temporary traffic control device in the same direction or the last sign in the advance warning area in the opposing direction, whichever is longest.

Refer to [[902.18 Glossary|EPG 902.18 Glossary]] for definitions of interchange, intersection and right of way.

==616.23.2 Guidelines==
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The two purposes for establishing a temporary traffic control zone while working within the highway right of way are: 1) to provide for the safe and efficient movement of both motorized and non-motorized traffic through or around the workspace and 2) to provide protection for workers and equipment located within the workspace.

Work in or adjacent to the highway does violate traffic expectations and is performed in vulnerable conditions. However, a properly designed and executed temporary traffic control plan will enable the temporary traffic control zone to provide the above noted functions in the most effective manner possible.

===616.23.2.1 [[616.2 Fundamental Principles (MUTCD Chapter 6B)|Fundamental Principles]]===

Motorized and non- motorized traffic and worker safety is an integral element of every incident management, maintenance, permit, and utility operation. Consideration of the following principles should enhance the safety performance of the temporary traffic control zone.

:* Prepare a temporary traffic control plan and communicate it to all responsible parties prior to occupying the site.

:* Provide those whose actions affect the temporary traffic control zone with training appropriate to their level of responsibility.

:* Employ the same basic safety principles used to design permanent roadways.

:* Avoid frequent or abrupt geometric changes.

:* Minimize delay and disruption.

:* Schedule and coordinate operations according to [[616.25.MoDOT Work Zone Guidelines|MoDOT Work Zone Guidelines]].

:* Provide adequate warning, delineation and channelization in advance of and through the affected area.

:* Provide positive guidance.

:* Provide for safe operation of work.

:* Encourage the use of alternative routes.

:* Assume drivers will only reduce their speeds if they clearly perceive a need to do so.

:* Provide for reasonably safe passage of bicyclists and pedestrians.

:* Provide recovery areas where practical.

:* Coordinate operations with those having jurisdiction over any affected cross-streets, railroads or transit facilities.

:* Ensure continuation of emergency services.

:* Communicate with and provide reasonable accommodations for adjoining property owners.

:* Ensure temporary traffic control devices used are effective, in good working order and reasonably consistent with the traffic control plan.

:* Monitor performance of the temporary traffic control and modify as needed.

:* Inspect and maintain temporary traffic control devices.

:* Remove, cover or turn; and turn off all unnecessary temporary traffic control devices.

:* Maintain a record of any crashes or incidents.

:* Store unused equipment and material in such a manner to reduce the probability of being hit.

:* Involve the media to assist in information dissemination.

===616.23.2.2 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|Temporary Traffic Control Elements]]===

====616.23.2.2.1 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.1 Temporary Traffic Control Plans (MUTCD Section 6C.01)|Temporary Traffic Control Elements]]====
A traffic control plan describes temporary traffic control measures to be used for facilitating the movement of traffic through a temporary traffic control zone. They play a vital role in providing continuity of safe and efficient traffic flow when a work zone or an incident area temporarily disrupts normal traffic flow.

Several temporary traffic control plans, referred to as typical applications, are presented in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|EPG 616.8 Typical Applications]]. These plans depict the most common applications of temporary traffic control devices used in highway-related operations.

====616.23.2.2.2 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|Temporary Traffic Control Zone]]====

A temporary traffic control zone is a section of highway where traffic conditions are changed due to a work zone or an incident area through the use of temporary traffic control devices, law enforcement, or other authorized officials. It extends from the first warning sign or rotating/strobe lights on a vehicle to the last temporary traffic control device. The zone may either be stationary or move as work progresses.

A temporary traffic control zone consists of four basic components: advance warning, transition, activity and termination.

The '''advance warning area''' is where traffic is informed of an upcoming temporary traffic control zone. It may vary from a single sign or rotating/strobe lights on a vehicle to a series of signs depending on the duration, location, and type of work. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.4 Advance Warning Area (MUTCD 6C.04)|EPG 616.3.4 Advance Warning Area]].

The '''transition area''' is where traffic is redirected out of their normal path and into the traffic space. This is usually accomplished through the use of a series of channelizers placed in a taper across the portion of roadway to be closed.

There are three types of tapers: shoulder, lane and one-lane, two-way. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.5 Transition Area (MUTCD 6C.05)|EPG 616.3.5 Transition Area]].

The '''activity area''' is where work activity takes place. It is comprised of three spaces - work, traffic and buffer. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6 Activity Area (MUTCD 6C.06)|EPG 616.3.6 Activity Area]].

The workspace is the area closed to traffic and set aside for workers, equipment, materials and a protective vehicle, if one is used upstream. Workspaces are usually delineated by channelizers or temporary barriers to exclude vehicles and pedestrians. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.1 Workspace|EPG 616.3.6.1 Workspace]].

The traffic space is the area where traffic is routed through the activity area. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.2 Traffic Space|EPG 616.3.6.2 Traffic Space]].

The buffer space is the area separating traffic from the workspace or an unsafe area. Since this area provides some recovery space for an errant vehicle, it should be kept free of any work activity, equipment, vehicles and material storage. There are two types of buffer spaces - longitudinal and lateral. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.3 Buffer Space|EPG 616.3.6.3 Buffer Space]].

The '''termination area''' is where traffic is returned to their normal path. This area extends from the downstream end of the work area to the last temporary traffic control device. This area may include a downstream taper or a sign informing traffic they may return to normal operations (e.g. END ROAD WORK or Speed Limit). Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.7 Termination Area (MUTCD 6C.07)|EPG 616.3.7 Termination Area]].

===616.23.2.3 [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|Pedestrian and Worker Safety]]===

'''Pedestrian Considerations'''

While the majority of temporary traffic control situations involve providing safe and efficient movement of motorized traffic, there are times when this function must also be extended to include pedestrians. In these instances, consideration of the following provisions, in addition to those previously noted in Fundamental Principles, should enhance the safe and efficient movement of pedestrians within the temporary traffic control zone.

:* Separate pedestrian movements from the activity area and motorized traffic. In some cases, it may be necessary to use a physical barrier instead of channelizers to provide this separation.

:* Provide a clearly delineated and usable travel path that nearly replicates the existing path.

:* Provide advance notification of sidewalk closures to discourage unsafe pedestrian movements.

:* Avoid accessing activity area across pedestrian paths.

'''Worker Considerations'''

Of equal importance to the safety of the motorized and non- motorized traffic navigating the temporary traffic control zone is the safety of the worker involved in activities within the zone. Therefore, it is important to comply with the following minimum requirements.

:* Train field employees involved in the planning, set- up, operation, maintenance or removal of temporary traffic control to the level of their responsibility. For MoDOT employees, this typically requires the completion of both the [[616.20 Flagger Training|Flagger Training]] and [[616.21 Work Zone Technician Training|Work Zone Technician]] courses.

:* Require workers to wear the appropriate [https://epg.modot.org/index.php/616.4_Pedestrian_and_Worker_Safety_(MUTCD_Chapter_6D) safety apparel] while in the temporary traffic control zone. For MoDOT employees, refer to [http://sp/safety/csp/default.aspx Comprehensive Safety Program].

:* Inspect and operate vehicles and equipment within the temporary traffic control zone appropriately. For MoDOT employees, refer to [http://sp/safety/csp/default.aspx Comprehensive Safety Program].

In addition to the above items and those previously noted in [[616.23 Traffic Control for Field Operations#616.23.2.1 Fundamental Principles|Fundamental Principles]], consideration of the following should enhance the safety and effectiveness of the workforce.

:* Use physical barriers instead of channelizers to separate traffic from the activity area.

:* Reduce speeds through the temporary traffic control zone.

:* Use protective vehicles and truck mounted attenuators within the temporary traffic control zone to provide protection from errant vehicles.

:* Close the road to traffic temporarily where traffic volumes are low and an adequate alternate route exists.

:* Request assistance of law enforcement officials in patrolling the temporary traffic control zone.

:* Provide adequate lighting to perform work activities within and guide traffic through the temporary traffic control zone.

:* Heighten awareness of the temporary traffic control zone through the use of supplemental warning methods.

:* Ensure workers are visible to equipment operators.

:* Ensure signal person and equipment operator understand hand signals.

===616.23.2.4 [[616.5 Flagger Control (MUTCD Chapter 6E)|Flagger Control]]===

For flagger guidance, see [[616.5 Flagger Control (MUTCD Chapter 6E)|EPG 616.5 Flagger Control]].

===616.23.2.5 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|Temporary Traffic Control Devices]]===

Temporary traffic control devices are the medium through which traffic is informed of and guided through a temporary traffic control zone or otherwise protected from an unsafe condition. The most common devices include signs, portable changeable message signs, flashing arrow panels, channelizers, barricades, [[617.1 Temporary Traffic Barriers|temporary traffic barriers]], [[:Category:620 Pavement Marking|pavement markings]], lighting devices, temporary traffic signals, [[617.1 Temporary Traffic Barriers#617.1.3.3 Crash Cushion|crash cushions]], [[:Category:612 Impact Attenuators#612.1.1 Truck-Mounted Attenuators|protective vehicles and truck mounted attenuators]].

Due to the placement of these devices in relation to traffic, these devices shall be crashworthy. This requires that all temporary traffic control devices comply with the crash test requirements of NCHRP 350 or MASH 2016.

It may become necessary to ballast some of these devices to inhibit their movement due to natural and vehicle-induced wind in the field. This is particularly the case for portable sign supports and channelizers. Ballast shall be selected and installed such that the ballast itself does not become a hazard if impacted by a vehicle. When in doubt on ballasting, consult the device’s manufacturer for their recommendation.

In order for these devices to perform the functions noted previously, they must command the public’s respect. This means the correct devices are installed according to the traffic control plan and they function as intended. Furthermore, the devices are maintained throughout the life of the operation and removed when no longer needed. Devices that are damaged or have lost their functionality should be replaced or, when acceptable, repaired. Refer to [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] for guidelines regarding acceptability of devices.

====616.23.2.5.1 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|Signs]]====
Temporary traffic control signs convey, in words and symbols, both general and specific messages used by motorized and non-motorized traffic to navigate the temporary traffic control zone safely and efficiently. Guidance is located in EPG 616.6.2. General Characteristics of Signs.

=====616.23.2.5.1.1 [https://epg.modot.org/index.php/616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs Flags and Advance Warning Rail System]=====
Guidance is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags and Advance Warning Rail System on Signs|EPG 616.6.2.2 Flags and Advance Warning Rail System on Signs]].

=====616.23.2.5.1.2 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|Sign Classification]]=====
Temporary signs are classified into one of three types: regulatory, warning or guide.

Regulatory signs give notice of traffic laws or regulations and indicate applicability of legal requirements that would not be readily apparent. These signs are generally rectangular in shape and have a black legend on white background. Noteworthy exceptions to this rule are the STOP, YIELD, DO NOT ENTER and WRONG WAY signs. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.5 Regulatory Sign Authority (MUTCD 6F.05)|EPG 616.6.5 Regulatory Sign Authority]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.6 Regulatory Sign Design (MUTCD 6F.06)|EPG 616.6.6 Regulatory Sign Design]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.7 Regulatory Sign Applications (MUTCD 6F.07)|EPG 616.6.7 Regulatory Sign Applications]].

Warning signs give notice to situations or conditions that might not be readily apparent. These signs are generally diamond-shaped and, when used in a temporary traffic control zone, have a black legend or symbol on orange background. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)|EPG 616.6.16 Warning Sign Function, Design and Application]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)|EPG 616.6.17 Position of Advance Warning Signs]].

Guide signs indicate route designations, destinations, directions, distances, services, points of interest or other geographical, recreational or cultural information. These signs come in different shapes and colors depending on type and purpose of the signing. However, special guide signs relating to the conditions of the temporary traffic control zone (e.g. RAMP OPEN, DETOUR, ROAD WORK NEXT XX MILES, etc.) are typically rectangular in shape and have a black legend on orange background. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55 Guide Signs]].

=====616.23.2.5.1.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|Sign Design]]=====
Details, descriptions, and ordering information for signs used for temporary traffic control are specified in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices]].

These signs may have a rigid or flexible substrate. Additional information is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|EPG 616.6.2.3 Sign Dimension]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|EPG 616.6.3 Sign Placement]].

Flags may be used to supplement these signs provided they do not block the sign face. Additional information located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags and Advance Warning Rail System on Signs|EPG 616.6.2.2 Flags and Advance Warning Rail System on Signs]].

=====616.23.2.5.1.4 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|Sign Installation]]=====
Guidelines are located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|EPG 616.6.3 Sign Placement]].

Recommended sign spacing is shown in [https://epg.modot.org/index.php/616.3_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6C)#Table_616.3.4_Recommended_Advance_Warning_Sign_Minimum_Spacing Recommended Advance Warning Minimum Spacing Table] in EPG 616.3.4.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3.3 Sign Mounting and Payment|EPG 616.6.3.3 Sign Mounting and Payment]].

====616.23.2.5.2 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|Portable Changeable Message Signs]]====

Portable changeable message signs are temporary traffic control devices with the flexibility to display a variety of messages. These messages provide pertinent traffic operation and guidance information to the motorist. They serve as a supplement to, not as a replacement for or a repeat of, static temporary traffic control signing. In temporary traffic control applications, these units are generally mounted on a trailer.

Some typical situations where portable changeable message sign use may be beneficial to temporary traffic control are as follows.

:* Where the speed of traffic is expected to drop substantially.

:* Where significant queuing and delay are expected.

:* Where adverse environmental conditions exist.

:* Where there are changes in alignment or surface conditions.

:* Where there is a ramp, lane, or roadway closure.

:* Where a crash or incident has occurred.

:* Where traffic patterns change.

Messages should consist of a maximum of two phases. Typically, these phases consist of three lines of eight characters. Techniques such as fading, exploding, dissolving, moving, or scrolling text shall not be used. The entire message cycle should be readable to traffic at least twice while traveling at the posted speed. Messages should be programmed prior to deployment of the unit to the field. Consideration of the following guidelines will assist in designing a message.

:* Each phase should convey a single thought.

:* If the message can be displayed in one phase, the top line should present the problem, the center should present the location or distance ahead, and the bottom line should present the recommended driver action.

:* The message should be as brief as possible.

:* When a message is longer than two phases, additional portable changeable message signs should be used.

:* When abbreviations are used, they should be easily understood.

Signs should be located to provide traffic with ample warning of any conditions ahead or actions they may need to perform.

It is preferable to locate signs off to the right of any usable portion of the roadway. Where field conditions do not allow for this placement, the signs may be located on the outside shoulder of the roadway or within the median where field conditions do not allow for deployment on the outside shoulder. A minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the traveled way, is recommended.

If multiple signs are used, the signs should be located on the same side of the road and separated according to the sign spacing chart.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the roadway, is recommended.

When deployed, the sign shall be sighted and aligned with approaching traffic to ensure visibility of the message.

Five channelizers should be used to delineate each sign. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft. For a sign located in the median, the sign should be delineated from both directions.

====616.23.2.5.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.61 Arrow Boards (MUTCD 6F.61)|Flashing Arrow Panels]]====

Flashing arrow panels are temporary traffic control devices with a matrix of elements capable of flashing displays. The devices are intended to provide additional warning and directional information to assist in traffic movement through or around a temporary traffic control zone. These units may be either trailer- or truck-mounted. However, truck- mounted units are preferred in mobile operations.

The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units. Panels for both units shall include 15 yellow elements.

Panels may be operated in one of three operating modes: arrow, double arrow and caution. The arrow and double arrow modes are used for stationary or moving lane closures on multilane highways. The arrow mode is used when traffic has no choice but to go left or right while the double arrow mode is used when traffic has the choice to go left or right. The caution mode is used for shoulder work, blocking the shoulder, work within a lane where the lane is not closed, and lane closures on two-lane, undivided highways. When used during night operations, these displays shall be dimmed by 50 percent.

For stationary lane closures, the panel should be deployed on the shoulder or within an adjacent closed lane at the beginning of the lane or one-lane, two-way taper. Where adequate space or the temporary traffic control plan does not permit this placement, the unit may be placed within the taper of the closed lane. When closing multiple lanes, a separate unit shall be used to close each lane.

For moving lane closures on two-lane, undivided highways, the panel shall be deployed within the lane to be closed.

For moving lane closures on multi-lane highways, one panel should be deployed on the shoulder and another shall be deployed within the lane to be closed. Where adequate space does not permit deployment of the unit on the shoulder, the unit may be positioned partially in the lane to be closed. When an interior lane is being closed by itself, both units shall be deployed within the lane to be closed. When closing multiple lanes, a separate unit shall be used to close each lane.

A minimum lateral clearance of three feet, measured horizontally from the edge of the panel to the edge of the traveled way, is recommended for trailer-mounted units deployed as specified in the previous paragraphs.

A minimum mounting height of seven ft., measured vertically from the bottom of the panel to the roadway, is recommended for trailer-mounted units. For truck-mounted units, the panel mounting height should be as high as practical.

When deployed, the panel shall be sighted and aligned with approaching traffic to ensure visibility of the display.

Except when panels are located behind a taper or are truck- mounted, five channelizers should be used to delineate each panel. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft.

====616.23.2.5.4 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.63 Channelizing Devices (MUTCD 6F.63)|Channelizers]]====

The function of channelizers is to warn motorized and non- motorized traffic of conditions created by temporary activities or conditions in or near the roadway and to guide them through or around these conditions. Common channelizers used by MoDOT include:

<center>
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! style="background:#BEBEBE"|Type!! style="background:#BEBEBE" |EPG Article
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|Cones || [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.64.1 Cones|EPG 616.6.64.1 Cones]]
|-
|Trimlines|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.64.2 Trim-lines|EPG 616.6.64.2 Trim-lines]]
|-
|Tubular Markers|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.65 Tubular Markers (MUTCD 6F.65)|EPG 616.6.65 Tubular Markers]]
|-
|Vertical Panel|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.66 Vertical Panels (MUTCD 6F.66)|EPG 616.6.66 Vertical Panels]]
|-
|Drums|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.67 Drums (MUTCD 6F.67)|EPG 616.6.67 Drums]]
|}
</center>

====616.23.2.5.5 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|Barricades]]====

A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]] for further information.

====616.23.2.5.6 [[617.1 Temporary Traffic Barriers|Temporary Traffic Barrier]]====

Temporary traffic barrier may be used in lieu of or in addition to channelizers separating motorized traffic from the workspace, an unsafe condition, or non-motorized traffic. It is not used to form tapers.

Due to the amount of resources needed to put barrier in place, this option is generally reserved for long-term stationary operations where the need for the noted functions is critical.

If barrier is desired, consult with appropriate engineering staff for design requirements prior to installation.

See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for further information.

====616.23.2.5.7 [[620.1 General (MUTCD Chapter 3A)#620.1.8 Temporary Pavement Markings|Pavement Markings]]====

Pavement markings such as broken lane lines ("skips"), lane lines and edgelines are the primary means of channelizing and providing guidance to traffic. However, when temporary traffic control activities impact the use of a roadway or when operations eliminate or obliterate permanent pavement markings, existing pavement markings, or lack thereof, can confuse the motorist.

'''Changes in roadway use''' caused by long-term operations should be accompanied by pavement marking revisions (i.e., the removal or obliteration of any pavement markings that are not applicable to current roadway use and the installation of temporary pavement markings). For operations of shorter duration, the other temporary traffic control devices (e.g. channelizers, signs, etc.) deployed will be relied on to provide traffic with the needed channelization and guidance cues. Pavement marking revisions for shorter duration operations may be a possibility but should be considered on a case-by-case basis.

'''Elimination or obliteration of permanent pavement markings''' for a distance of 200 linear ft. or more caused by operations such as leveling course, patching, seal coat, spot sealing, crack pouring, milling and scrub sealing shall be accompanied by the installation of temporary pavement markings.

There are three means typically used to provide temporary pavement marking: preformed short-term pavement marking tape, Temporary raised pavement markers and pavement marking paint.

'''Preformed short-term pavement marking tape''' consists of a 4-in. wide retroreflectorized tape with a pressure-sensitive adhesive on the back. The tape, available in white and yellow, may be used to provide a surrogate permanent pavement marking or it may be cut into 4-ft. long sections and applied to the road surface at 40-ft. intervals as a temporary pavement marking. The length and spacing of the latter pavement marking may be reduced to one-half when marking intersections, ramp gores and other transitional areas. This material is typically used to temporarily mark changes in normal roadway use and to provide temporary marking of centerlines and lane lines. It is not recommended for locations where the materials will be subjected to heavy traffic, in areas of heavy turning movements, on short radius curves, or on roadways having loose aggregate on the surface, since the material will not adhere well under these conditions.

[[image:Raised_pavement_marker-01.png|right|300px|thumb|<center>'''Temporary Raised Pavement Marker'''</center>]]

'''Temporary raised pavement markers''' consist of an L- or T-shaped flexible tab with a retroreflective sheeting on both faces of the vertical section and a pressure-sensitive adhesive on the base. These markers, available in white and yellow, are typically used to temporarily mark centerlines and lane lines by applying them to the road surface at 40-ft. intervals prior to or after (depending on the type of surface treatment) an operation and removing the protective film covering the retroreflective sheeting upon completion of the operation. This spacing may be reduced to one-half when marking intersections, ramp gores and other transitional areas. These are the preferred means of providing temporary marking on rough surfaces.

'''Pavement marking paint''' consists of applying a 4-in. wide strip of acrylic waterborne paint with drop-on glass beads for retroreflectivity. The paint, available in white and yellow, may be used to provide a surrogate permanent pavement marking or it may be applied in 4-ft. long sections at 40-ft. intervals as a temporary pavement marking. The length and spacing of the latter pavement marking may be reduced to one-half when marking intersections, ramp gores and other transition areas. This material is typically used to temporarily mark changes in normal roadway use and to provide temporary marking of centerlines and lane lines when permanent pavement markings are obliterated.

In addition to providing temporary pavement markings, [http://epg.modot.mo.gov/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.47_NO_CENTER_LINE_Sign_.28WO8-12.29_.28MUTCD_6F.47.29 NO CENTER LINE] signs may also be needed. NO CENTER LINE signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is not in place for 200 linear ft. or more. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and one placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the absence of permanent pavement markings, the following provisions shall be incorporated into the operation.

:* Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

:* Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the obliteration or elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:* Temporary centerline and lane line pavement markings and any NO CENTER LINE signs shall be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10].

:* For planned pavement work including planned patching, permanent pavement markings should be installed no later than 15 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:* For emergency or unplanned patching, permanent pavement markings should be installed according to the following:
:::• Major roads and regionally significant roads within 15 days.

:::• Other minor roads before the end of the striping season.

:* Temporary marking shall be maintained until the permanent striping is accomplished.

:* Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not allowed.

====616.23.2.5.8 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.81 Lighting Devices (MUTCD 6F.81)|Lighting Devices]]====

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.82 Floodlights (MUTCD 6F.82)|EPG 616.6.82 Floodlights]] for further information.

'''Fleet lighting''' increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#Fleet Lighting|EPG 616.6.81 Lighting Devices]] for further information.

'''Sequential flashing warning lights''' should be used on interstate nighttime operations and may be used on other multi-lane highways. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.83 Warning Lights (MUTCD 6F.83)|EPG 616.6.83 Warning Lights]] for further information.

====616.23.2.5.9 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)|Temporary Traffic Control Signals]]====

Temporary traffic control signals are used at haul road or equipment crossings, on one-lane, two-way operations, and at temporary intersections located within the temporary traffic control zone to assign vehicular right of way. Typically, this is done with temporary span-wire installations or trailer- mounted units.

Consideration of the following factors will assist in the design and application of a signal installation.

:* Site characteristics (e.g. safety and traffic needs; traffic volumes and speeds; sight distance and turning restrictions; side streets and driveways; parking; pedestrians; existing traffic control devices; human factors; etc.)

:* Temporary traffic control design details (e.g. work staging; operation location and duration; feasibility of using other temporary traffic control measures; placement of this and other temporary traffic control devices; etc.)

:* Functional aspects (e.g. signal phasing and timing requirements; full-time or part-time operation; actuated, fixed-time, or manual operation; interconnection with other temporary or permanent signals; etc.)

:* Operational issues (e.g. power source; operation, inspection, and maintenance needs; record keeping; etc.)

When used, signals shall be installed and operated in accordance with [[:Category:902 Signals|EPG 902 Signals]]. In addition, the signals shall meet the physical display and operational requirements of conventional signals.

A traffic engineer or their designee shall approve all timing of the signal. In one-lane, two-way situations, this timing shall include an all-red interval of sufficient duration for traffic to clear the portion of roadway controlled by the signal.

A minimum lateral clearance of 3 ft., measured horizontally from the edge of the trailer to the edge of the traveled way, is recommended for trailer-mounted units.

When deployed, signal heads shall be properly aligned with approaching traffic to ensure visibility of the indications.

Five channelizers should be used to delineate each trailer- mounted signal. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft.

====616.23.2.5.10 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.86 Crash Cushions (MUTCD 6F.86)|Crash Cushions]]====

Crash cushions are systems that mitigate the effects of errant vehicles impacting roadside obstacles such as fixed objects or exposed barrier and guardrail ends. The system is designed to accomplish this by either smoothly decelerating the vehicle to a stop or redirecting the vehicle.

Due to variability of site conditions, systems shall be selected on a case-by-case basis. Consult appropriate engineering staff for this assistance. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).

====616.23.2.5.11 [[:Category:612 Impact Attenuators|Protective Vehicles]]====

Protective vehicles are used to safeguard the workspace from errant vehicles. In some operations, these devices also serve as platforms for signs and other devices used to warn traffic of upcoming conditions or inform them of needed actions. For increased motorist, driver and worker safety, the protective vehicle may be equipped with a [[:Category:612 Impact Attenuators # 612.1.1 Truck-Mounted Attenuators|truck-mounted attenuator]]. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).

====616.23.2.5.12 [[:Category:612 Impact Attenuators#612.1.1 Truck-Mounted Attenuators|Truck-Mounted Attenuators]]====

Truck-mounted attenuators are energy-absorbing devices attached to the rear of trucks used as protective vehicles. These devices are designed to protect the motorist and protective vehicle driver upon impact. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).

====616.23.2.5.13 Supplemental Warning Methods====

It may, on occasion, be desirable to enhance the visibility of certain temporary traffic control devices or the entire zone. The purpose of this is to increase awareness of the temporary traffic control zone or specific conditions within it.

Typical methods for accomplishing this objective include supplementing the prescribed devices with other devices, adding devices to the zone, or changing the characteristics of a device itself. Examples of possible enhancements are as follows.

:* Channelizers by signs or at [[616.20 Flagger Training #Flagger Station|flagger stations]]

:* [[616.23 Traffic Control for Field Operations#616.23.2.5.1.1 Flags and Advance Warning Rail System|Flags atop signs]]

:* Increased sign height

:* Additional signs

:* More or increased levels of retroreflectivity

:* Area lighting

:* Portable changeable message signs

:* [[620.1 General (MUTCD Chapter 3A)#620.1.7 Temporary Pavement Markings|Pavement markings]]

:* Speed trailers

:* Light bars on vehicles

:* [[616.16 Law Enforcement Services|Law enforcement]]

:* [[135.2 Public Contacts|Press releases]]

===616.23.2.6 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|Temporary Traffic Control Zone Operations]]===

====616.23.2.6.1 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02)|Duration of Work]]====

Work duration is a major factor in determining the number and types of devices used in temporary traffic control zones. The duration of a temporary traffic control zone is defined relative to the length of time an operation occupies a location. There are six categories of work duration: long-term stationary, intermediate-term stationary, short-term stationary, short duration, mobile and emergency.

''' Long-term stationary operations''' include planned work occupying a location more than three days.

'''Intermediate term stationary operations''' include planned daytime work occupying a location from more than one daylight period up to three days or planned nighttime work occupying a location more than 60 minutes.

'''Short-term stationary operations''' include planned daytime work occupying a location for more than 60 minutes, but less than twelve hours. This category describes the majority of work zone activities undertaken on the state highway system.

'''Short duration operations''' include planned daytime or nighttime work occupying a location up to 60 minutes.

'''Mobile operations''' include planned work that moves intermittently or continuously.

'''Emergency operations''' include unplanned work. Within MoDOT, these operations consist of the initial response to and repair/removal of safety concerns including Response Priority 1 items (refer to the MoDOT's Incident Response Plan).

====616.23.2.6.2 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.3 Location of Work (MUTCD 6G.03)|Location of Work]]====

In addition to work duration, work location is also a major factor in determining the temporary traffic control needed for a temporary traffic control zone. As a general rule, the closer the work activity is to traffic, the greater the need for and number of temporary traffic control devices. Typically, the degree of temporary traffic control is based on three locations - work beyond shoulder, work on shoulder and work within the traveled way.

'''Work outside the shoulder''' includes any work performed between the edge of the shoulder, the edge of the travel way where no shoulder exists, to the right of way line or within any unimproved median.

Work performed in this area typically requires a minimal amount of temporary traffic control, such as signs and fleet lighting, or even none at all. The amount and type of temporary traffic control depends on the lateral displacement of the work activity and the location and movement of any work vehicle or equipment relative to the edge of the shoulder, or travel way where no shoulder exists.

'''Work on shoulder''' includes any work performed on the shoulder that does not significantly encroach upon the adjacent driving lane. Where no shoulder exists, this also includes any work performed adjacent to the roadway that encroaches, but not significantly, upon the adjacent driving lane. A significant encroachment means 10 ft. of driving surface cannot be maintained for traffic.

'''Work within the travel way''' includes any operation requiring a lane closure. Due to the location of the operation, more temporary traffic control devices are required to ensure the safety of both the motorist and the worker. Mobile operations typically require a vehicle-mounted sign, flashing arrow panel, fleet lighting, protective vehicle and truck-mounted attenuator. Stationary operations usually require the substitution of multiple stationary signs for the single vehicle-mounted sign and the addition of channelizers and flaggers.

===616.23.2.7 Miscellaneous Temporary Traffic Control Items===

====616.23.2.7.1 Work Zone Length====

While it is important to grab the motorist's attention as they approach the temporary traffic control zone, it is just as important to maintain their attention as they travel through the zone. To accomplish this, the work zone length, including any areas of inactivity within this length, should be kept to a minimum.

The work zone length is defined as the distance from the last sign in the advance warning area to the last temporary traffic control device in the same direction or to the last sign in the advance warning area in the opposing direction, whichever is longest.

The recommended maximum work zone length is shown in the following table.

=====<center> Table 616.23.2.7.1 Maximum Work Zone Lengths </center>=====

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE" | Highway Type!! style="background:#BEBEBE"| Work Zone Length
|-
| align="center"| Urban || align="center"|1 mile
|-
| align="center"| Rural Divided|| align="center"|2 miles
|-
| align="center"| Rural Undivided || align="center"|3 miles
|}

====616.23.2.7.2 Speed Limits====

Refer to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] for guidance on setting work zone speed limits.

====616.23.2.7.3 Fine Signs====

Refer to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] for guidance on setting work zone speed limits.

====616.23.2.7.4 [https://epg.modot.org/index.php?title=643.4_Railroads#643.4.4.8_Temporary_Traffic_Control_Zones_.28MUTCD_Section_8A.08.29 Railroads]====

When a highway-rail grade crossing exists within or upstream of the transition area and backups resulting from the lane closure might extend through the highway-rail grade crossing, the temporary traffic control zone should be extended so the transition area precedes the highway-rail grade crossing.

====616.23.2.7.5 Excavations====

When work activities involve movement of soil or subsurface operations, utilities shall be located by calling DIG-RITE, the local provider and MoDOT.

Unprotected excavations or repairs located within the roadway shall be backfilled or plated while workers are not present. For steel plate and back filled work, review [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.46_STEEL_PLATE_AHEAD_Sign_.28WO8-24.29_.28MUTCD_6F.46.29 EPG 616.6.46 Steel Plate Ahead Signs] and [[616.8 Typical Applications (MUTCD 6H)|Typical Applications 616.8.47a and 616.8.47b]].

====616.23.2.7.6 Pavement Maintenance Operations====

When needed, for example using premix bituminous material for patching, FRESH OIL, LOOSE GRAVEL or FRESH OIL/LOOSE GRAVEL signs, as applicable, shall be incorporated into the advance warning signs at the prescribed spacing. Signs shall be placed at the start of the project. Signs should also be installed within 150 ft. after the intersection of a state route. Upon the discretion of the supervisor, additional signs may be installed within 150 ft. after other intersections. Where the affected area is discontinuous, additional signs should be considered. Signs remain in place until the surface is cured and loose aggregate has been thoroughly swept.

==616.23.3 [[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications for Maintenance|Typical Applications]]==
{|style="border:10px solid #ff9933;" width="775px" align="center"
|-
|[[image:616.23.3.jpg|center|750px]]
|}

[[Category:616 Temporary Traffic Control]]

616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)

2024-03-06T21:55:46Z

Legged1: /* 616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47) */ terminology

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7_2024.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6_2024.jpg|left|112px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]
|}

'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

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|'''Videos of Sequential Lighting'''
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|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
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|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
|-
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
|-
|align="center"|<b>Figure 616.6.87.1</b>
|-
|}

Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]

413.3 Ultrathin Bonded Asphalt Wearing Surface

2024-03-06T21:53:15Z

Legged1: /* 413.3.4 Membrane Application Rate */ terminology

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right"
|-
|'''AC Price Index Adjustments'''
|-
|[https://epg.modot.org/forms/CM/403_Guidance_for_Asphalt_Cement_Price_Index_Adjustments.docx Guidance for Asphalt Cement Price Index Adjustments]
|}

==413.3.1 Material Inspection==
Aggregate for use in surface treatments shall be inspected in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]]. Asphalt Binder for use in surface treatments shall be inspected in accordance with [[:Category:1015 Bituminous Material|EPG 1015 Bituminous Material]].
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''NovaChip'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/PD98055_Brief.pdf Summary 1999]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/PD98055_Brief.pdf Summary 1999]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
===413.3.1.1 Procedure===
'''Mix Design Procedure'''

In order for an Ultrathin Bonded Asphalt Wearing Surface mix formula to be approved, the contractor’s proposed job mix formula (JMF) shall be submitted as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Standard Specification Sec 413.30.3]. The time for approval starts when the completed design is delivered to the district. This time restarts when the district receives information omitted from the original JMF or corrected by the contractor. Review/verification time includes district and Central Office processing, therefore, each mix should be processed as soon as possible. Trial mix samples shall be obtained and submitted to the Central Laboratory in accordance with EPG 1001. When possible, the JMF and correspondence should be transmitted electronically. The Materials Field Office e-mail address is MFO.

'''District Procedure'''

Use [[413.1 Micro-Surfacing#District Procedure|Micro-Surfacing - District procedures]].

'''Field Office Procedure'''

The Materials Field Office is charged with the responsibility of processing the mix formula. General procedures for processing an ultra thin bonded asphalt wearing surface mix formula are as follows:

:a. A letter from a district requesting a mix with a copy of the contractor's JMF and letter is received.
:b. Contract specifications for the project are checked for necessary items.
:c. Grade of asphalt as well as the refinery to be used and the percent asphalt recommended are reviewed.
:d. Gradations of the aggregates are checked for specification compliance and compared with the gradations determined by the Laboratory.
:e. All calculations on the proposed JMF are checked.
:f. For verification, a trial mix is prepared and submitted to the Laboratory.
:g. When Central Laboratory tests are completed, the results are compared to the contractor’s and against the specifications. If the mixes tested cannot be used, the mixture will be rejected.

===413.3.1.2 Reporting===
Use [[413.1 Micro-Surfacing#413.3.3 Report|Micro-Surfacing - Report]].

==413.3.2 Laboratory Procedure==
Test results and calculations required for Ultrathin bonded asphalt wearing surface trial mixtures are as shown in EPG 413.3.2.1 through EPG 413.3.2.11, below. Test results and calculations shall be recorded through AASHTOWARE Project (AWP).

'''413.3.2.1''' The Los Angeles Abrasion value of the aggregate shall be determined, when required, in accordance with AASHTO T 96. Los Angeles Abrasion shall be determined on an individual ledge basis.

'''413.3.2.2''' Sodium sulfate soundness of the aggregate shall be determined, when required, in accordance with AASHTO T 104. Soundness shall be determined on an individual ledge basis.

'''413.3.2.3''' Flat and Elongated Particles in Coarse Aggregate, 3:1, shall be determined in accordance with ASTM D 4791. Flat and Elongated Particles shall be determined on the aggregate blend.

'''413.3.2.4''' Percentage of Fractured Particles in Coarse Aggregate shall be determined in accordance with ASTM D 5821. Percentage of Fractured Particles shall be determined on the aggregate blend.

'''413.3.2.5''' Micro-Deval shall be determined in accordance with AASHTO T 327. Micro-Deval shall be determined on an individual ledge basis.

'''413.3.2.6''' Plastic Fines in Graded Aggregates and Soils by Use of the Sand Equivalent Test shall be determined in accordance with AASHTO T 176. The Sand Equivalent shall be determined on the aggregate blend.

'''413.3.2.7''' Methylene Blue shall be determined in accordance with AASHTO T 330. Methylene Blue shall be determined on the aggregate blend.

'''413.3.2.8''' The Uncompacted Void Content shall be determined in accordance with AASHTO T 304. The Uncompacted Void Content shall be determined on the aggregate blend.

'''413.3.2.9''' The Acid Insoluble Residue (AIR), when required, shall be determined in accordance with [[106.3.2.76 TM-76, Acid Insoluble Residue|MoDOT Test Method TM 76]]. AIR is to be determined on the aggregate blend.

'''413.3.2.10''' Drain Down of the loose mixture shall be determined in accordance with AASHTO T 305.

'''413.3.2.11''' The Tensile Strength Ratio (TSR) shall be determined in accordance with AASHTO T 283, with the following modifications:

:(a) Section 6.2 - Specimens 4 inches (100 mm) in diameter and 2.5 inches (63.5 mm) thick shall be used.

:(b) Section 9.4 – Calculate the volumetric bulk specific gravity G<sub>mb</sub> as follows:

::<math>G_{mb}=\frac{\left(\frac{W}{\pi\times\;\frac{D^2}{4}\times\;h}\right)\times\;1728}{62.4}</math>

::where:

::W = Weight – air dry (pounds)
::D = Diameter of specimen (inches)
::h = Height of specimen (inches)

:(c) Section 10.3.2 - Prior to placing the specimen in the vacuum vessel, a sheet of plastic film shall be placed on the balance to ensure any water draining from the specimen is not lost, and the balance shall be zeroed. The SSD mass of the specimen shall be determined within two minutes of removing the sample from the vacuum vessel.

:(d) Section 10.3.7 - If the degree of saturation is acceptable, the specimen shall be wrapped with the plastic film and placed in a plastic bag containing 0.003 gallon (10 mL) of water. Within two minutes of placing the specimen in the bag, the specimen shall be placed in the freezer. All moisture draining from the specimen during the process shall be collected by the plastic film and shall not be discarded.

==413.3.3 Maintenance Surface Treatment==

An ultra-thin (< 1”) bonded asphalt wearing surface (UBAWS) is a hot mix asphalt (HMA) overlay placed over a heavy asphalt emulsion layer or membrane. The thickness ranges from 1/2 in. to 3/4 inch. The table below lists the minimum lift thickness for each UBAWS type based on the nominal maximum aggregate size allowed for the mixture. However, if rumble stripes are to be installed on the UBAWS treatment, the minimum thickness for all UBAWS types should be 3/4 inch.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|UBAWS Type !! style="background:#BEBEBE"|Minimum Lift Thickness
|-
| align="center"|Type A|| align="center"| 1/2 inch
|-
| align="center"|Type B || align="center"|3/4 inch
|-
| align="center"|Type C|| align="center"| 3/4 inch
|}

The system is placed on a structurally sound flexible pavement that may exhibit minor amounts of surface distress. The layer thickness is determined by the maximum aggregate size in the HMA. The asphalt emulsion is usually polymer modified emulsion applied at a target rate of 0.15 gal/yd<sup>2</sup> for Type A UBAWS and 0.19 gal/yd<sup>2</sup> for Type B and Type C UBAWS. The HMA is a gap-graded mix using a crushed aggregate bound together with a mastic made of sand, filler, and asphalt binder. The maximum aggregate size ranges from 1/4 in. to 1/2 inch. Generally a 3/8 in. mix is used. The grade of the asphalt binder is chosen based on the climate and the traffic conditions for the project. The binder content generally ranges from 5% to 6% depending on the traffic, climate and condition of the existing pavement.

The ultra-thin bonded wearing course is placed with a specially built machine that places the asphalt emulsion membrane and HMA in a single pass. The heavy application of the asphalt membrane seals small cracks in the existing pavement and helps to ensure the adhesion of the HMA to the underlying pavement.

The primary function of the ultra-thin bonded wearing course is to provide a durable, friction resistant surface on an existing flexible pavement. Specifications generally require one of three gradations. The gradation should be based on the traffic level, and the surface condition of the roadway. The thickness is approximately 1.5 times the maximum aggregate size.

For flexible pavements, the ultra-thin bonded HMA should not be used when the cracking exceeds the moderate severity levels. Any cracks greater than 1/4 in. should be cleaned and filled. A separate bid item should be included in the contract in accordance with Sec 413.70 or Sec 413.80.

Patches and potholes should not exceed moderate severity levels. All potholes and any alligator cracked areas should be properly repaired in accordance with Sec 613.35 with a separate bid item. Rutting should not exceed 1/2 inch. If the rutting does exceed this limit the surface should be milled or the ruts filled with a suitable materials prior to placing the ultra-thin overlay.

The ultra-thin bonded HMA overlay is applicable to all traffic levels, but because of its cost it is generally considered for high speed and high volume roadways.

==413.3.4 Membrane Application Rate==

The ultrathin bonded asphalt wearing surface membrane application rate is dependent upon the type of mix and the surface on which the material will be placed. Adjustments to the target application rates will be considered by the Pavement Engineer using the following table and the existing surface type on which the UBAWS is being placed.
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="3"|Target Application Rate Adjustment Considerations
|-
!! style="background:#BEBEBE" |Existing Pavement Type !! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |Adj. Rate (Gal/SY)
|-
|rowspan="5"|PCCP|| Aged|| 0.00
|-
|New|| 0.00
|-
|Diamond Ground|| +0.01
|-
|Polished|| +0.01
|-
|Milled|| +0.03
|-
|rowspan="4"|HMA|| Oxidized|| 0.00
|-
|New|| -0.01
|-
|OGFC/UBAWS|| +0.04
|-
|Milled|| +0.03
|-
|Surface Recycle|| New|| 0.00
|-
|rowspan="3"|Seal Coat|| Flushed|| -0.03
|-
|Worn|| +0.01
|-
|Dry|| +0.03
|}
</center>

When an adjusted target rate is provided for a project, the adjusted rate must be shown on the typicals for the project.

See [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Standard Specification Sec 413.30.]

[[Category:413 Surface Treatments and Preventive Maintenance|413.03]]

413.1 Micro-Surfacing

2024-03-06T21:51:48Z

Legged1: /* 413.1.2.3 Surface Preparation */ terminology

==413.1.1 Description==
Micro-surfacing is a slurry seal that uses a polymer-modified emulsion binder, a high quality dense graded aggregate, mineral filler, water and other additives, properly proportioned, mixed and spread on a paved surface. The filler can be Portland cement, hydrated lime or other approved materials. A self-propelled continuous loading machine or a truck-mounted machine is used to proportion and mix the material and apply the mixture to the pavement surface.

Micro-surfacing is used to retard raveling and oxidation of the pavement, fill non-plastic ruts, reduce the intrusion of water, improve surface friction, and remove minor surface irregularities. After placement, the water "breaks" and evaporates, leaving a hard asphalt/cement/aggregate mixture that is resistant to further compaction or movement. Because the aggregates required to make such a mixture are hard and angular, the mixture has good friction properties, and can also be used to improve surface friction conditions. It should not be used primarily for sealing surfaces, due to the rigidity of the mixture.

Micro-surfacing is not a structural layer and will not bridge any distress. Micro-surfacing will not stop further rutting, does not contain rejuvenators and will not rejuvenate an oxidized surface, and does not fill or seal cracks. Existing cracks wider than ¼-inch should be crack filled or pre-treated with a scrub seal or seal coat prior to a micro-surface. Otherwise, existing cracks will reflect through the micro-surfacing within a few months.

Micro-surfacing is applied using a slurry/screed operation. It may be used to fill ruts, one at a time, or, for shallower rutting, it may be used with a "scratch" coat, just filling the low or shallow points to restore the cross slope. There is some consolidation as the water leaves, thus deeper applications should be done in multiple layers with a time interval in between applications.

==413.1.2 Use in Contracts==
The bituminous material in a micro-surface is a polymer modified asphalt emulsion that is in accordance with Sec 1015.20.5.2. Differing aggregate sizing (Type II, III, or IIIR) and aggregate types (Grade A, B, or C) are available. Also, selections of single pass or double pass of micro-surfacing may be selected depending on the conditions of the existing pavement and performance goals. The following guidelines help the appropriate selection process for micro-surfacing mixtures.

===413.1.2.1 Micro-Surfacing Type Selection===

'''Single Pass Micro-Surfacing'''

Type II micro-surface contains a very fine aggregate gradation that is most beneficial to be used strictly as preventative maintenance treatment. The existing pavement should be in good condition with minimal distress. “Good condition” is defined as an IRI of less than 100 in/mile and a Condition Index of 7 or greater. A single pass of Type II is not recommended for Portland cement concrete surfaces.

Type III micro-surface is relatively coarser aggregate gradation that is used on pavements that are in good to fair condition that have minor rutting issues and low quantity and severity of cracking. “Fair condition” is defined as an IRI of less than 120 in/mile and a Condition Index of greater than 5. Type III micro-surface has a rough texture that can be used to increase the frictional properties of a roadway. A single pass of Type III is not recommended for Portland cement concrete surfaces.

Type IIIR differs only in application compared to a Type III. Type IIIR is specified as a separate operation at isolated locations for treating moderate to severe rutting, filling existing [[:Category:626 Rumble Strips|rumble strips]], or other depressed areas. Type IIIR is measured and paid for by the ton and placed in multiple lifts as necessary to level the profile prior to a separate surface treatment.

'''Double Pass Micro-Surfacing'''

A double pass micro-surface should also be utilized as a preventative maintenance treatment that follow the same pavement condition requirements as the single pass. However, a double pass of micro-surfacing can be viewed as a short-term pavement solution that is comparable to the performance of an [[413.3 Ultrathin Bonded Asphalt Wearing Surface|Ultra-Thin Bonded Asphalt Wearing Surface (UBAWS)]]. A double pass of micro-surfacing is also acceptable on Portland cement concrete pavement. There are multiple micro-surfacing combinations to consider, each having a distinct difference that can be selected by the team’s preference. The different combinations are described below:

:* Type II over Type III micro-surfacing is the preferred option for a double pass micro-surfacing treatment. The Type III bottom course will fill in any surface irregularities and provide more stability, while the Type II top course will be a smoother and quieter riding surface.

:* Type II over Type II micro-surfacing can be considered if the existing pavement is in good condition with minimal surface distresses. The Type II/Type II combination would be less expensive due to the ability to place less material and have the same gradation and mix design for the contractor.

:* Type III over Type III micro-surfacing can be selected to correct minor to moderate rutting with the bottom course and maximize frictional properties with the top surface course.

There is no benefit to select a Type III over Type II, and therefore not recommended.

When scoping a double-pass micro-surfacing, a Type B or C UBAWS should be shown as an optional preventative maintenance treatment, unless surface water flow is blocked within the open graded structure of the UBAWS (i.e. treatment is required to be milled into an adjacent lane, curb-n-gutter, or other profile constraints).

===413.1.2.2 Micro-Surfacing Grade Selection===
All micro-surfacing types are classified as either Grade A, B or C. The grade of micro-surfacing refers to the aggregate quality and is directly selected by the traffic volume. Grade A requires a high-quality aggregate material to be used on Interstate and high-volume roadways, while Class C uses a lower quality aggregate that should be specified on the low volume routes. The table below provides guidance on the micro-surfacing grade selection based upon the route’s Average Daily Traffic (ADT) count.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE" colspan="2"|Traffic Recommendations
|-
!Micro-Surfacing Grade!!ADT
|-
|align="center"|Grade A||align="center"| Greater than 14,000
|-
|align="center"|Grade B||align="center"| 3,500 – 14,000
|-
|align="center"|Grade C||align="center"| Less than 3,500
|}

===413.1.2.3 Surface Preparation===
A tack coat is required to be placed on older existing pavement surfaces prior to a micro-surfacing treatment. Tack coat should be measured and added as a separate bid item in accordance with Sec 407. Tack coat is not required on new surface treatments less than one year old such as scrub seal pre-surface treatments, new HMA overlay, or in between the two-pass micro-surfacing lifts.

Existing cracks wider than ¼-inch should be crack filled prior to the application of the micro-surface. Crack filling should be measured and added as a separate bid item in accordance with Sec 413.70 for bituminous surfaces or Sec 413.80 for Portland cement concrete surfaces.

If numerous cracks exist and the pavement is in good condition, then it is more economical to place a surface treatment instead of crack filling prior to the micro-surface. A seal coat or a scrub seal treatment should be considered as a pre-treatment to the micro-surface to seal existing cracks and fill in minor surface irregularities prior to the micro-surface.

When a pre-treatment is conducted (e.g., crack sealing, seal coat, etc.) it is imperative that the pre-treatment be completely cured to allow for any water evaporation within the material. A minimum of two weeks is required by the standard specification; however, this curing period will depend on the product type and environmental conditions. The curing period may need to be extended during cooler weather for some pre-treatments with visible signs of the pre-treatment not setting up under traffic. Likewise, if a two pass micro-surface is being placed, the first pass needs a minimum of 24 hours of traffic for compaction and curing to allow excess water to evaporate before the second micro-surfacing lift is placed.

Generally, existing durable and painted pavement marking lines (4”, 6”, 8”), may remain in place and covered with a micro-surfacing treatment if the existing marking itself is well bonded to the pavement. However, existing durable intersection pavement markings (stop lines, arrows, words, symbols, etc.) shall be removed in accordance with Sec 620.50 and shall be paid separately.

Pavement failures and distresses caused by subgrade or underlying layers should be corrected by the appropriate pavement repair selection (Sec 613) prior to a micro-surfacing treatment.

===413.1.2.4 Post Construction===
The time frame to install permanent striping on micro-surfacing is relatively longer compared to hot mix asphalt due to the curing of the emulsion. The contractor shall be responsible for placing and maintaining temporary markings until the permanent marking can be installed.

New [[:Category:626 Rumble Strips|rumble strips]] may be re-cut over top of the old rumbles when the micro-surface material was used to completely fill in the existing rumbles.

===413.1.2.5 Method of Measurement and Basis of Payment===
Type II or Type III micro-surface are paid for by the square yard. Type IIIR is paid for by the ton. For estimating purposes of Type IIIR, 1.440 tons per cubic yard should be used for a conversion factor.

==413.1.3 Materials Inspection==

===413.1.3.1 Scope===
To establish procedures for mix design, inspection and acceptance of materials used in micro-surfacing. Aggregate for use in surface treatments shall be inspected in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]]. Asphalt Binder for use in surface treatments shall be inspected in accordance with [[:Category:1015 Bituminous Material|EPG 1015 Bituminous Material]].

===413.1.3.2 Mix Design Procedure===
In order for a micro-surfacing mix formula to be approved, the contractor’s proposed job mix formula (JMF) shall be submitted as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Standard Specification Sec 413.10.3]. Trial mix samples will not be required unless requested by the Field Office. If requested, the samples are to be obtained and submitted to the Central Laboratory in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]]. When possible, the JMF and correspondence should be transmitted electronically. The Materials Field Office e-mail address is MFO.

<div id="District Procedure">
'''District Procedure'''

When the district receives a proposed trial mix formula, as required by the Standard Specifications, the mixture properties, components and proportions should be checked to ensure compliance with specifications and that they are approved for the intended use. It may be necessary for the district to advise the contractor to make changes in the proposed mixture in order to comply with department policies. A QC plan in accordance with [[:Category:1001 General Requirements for Material|EPG 1001 General Requirements for Material]] covering each aggregate fraction should be on file in the district office or received with the JMF. The target gradations shown on the QC plan and JMF must match. Also, when blast furnace slag sources are submitted, the sources should be verified that they have been previously approved with a history of satisfactory performance. When the district is satisfied that the proposed mixture is acceptable, a copy of the JMF and the contractor's letter shall be submitted to the Materials Field Office, accompanied by a letter of transmittal with comments, any corrections made and recommendations. The transmittal letter shall contain the following information:
:* Project information – Job Number, Route, County, Contract Number
:* Mixture Type
:* Grade and Source of Asphalt Binder
:* Letting Date
:* Proposed Work – Job Location and Length
:* Annual Average Daily Traffic (AADT)
:* Mix Use – Mainline, Shoulders, Outer Roads, etc.
:* Quantity of Mix.

'''Field Office Procedure'''

The Materials Field Office is charged with the responsibility of processing the mix formula. General procedures for processing a micro-surfacing mix formula are as follows:

:a. A letter from a district requesting a mix with a copy of the contractor's JMF and letter is received.
:b. Contract specifications for the project are checked for necessary items.
:c. Grade of asphalt as well as the refinery to be used and the percent asphalt recommended are reviewed.
:d. Gradations of the aggregates are checked for specification compliance.
:e. All calculations on the proposed JMF are checked.
:f. For verification, a trial may be prepared and submitted to the Laboratory.

===413.1.3.3 Report===

A letter of transmittal will accompany the approved mixture to the District Construction and Materials Engineer with distribution as follows:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Title||style="background:#BEBEBE"|Copy of Transmittal Letter and Approved Mix
|-
|align="center"|District Construction and Materials Engineer ||align="center"|1
|-
|align="center"|Project Operations Clerk||align="center"|1
|-
|align="center"|Resident Engineer||align="center"|1
|-
|align="center"|Field Office File||align="center"|1
|}

The letter of transmittal and the approved mixture will be sent by electronic mail to the individuals listed above.

A copy of the approved formula accompanied by a letter of transmittal from the District Construction and Materials Engineer is to be forwarded to the contractor.

==413.1.4 Laboratory Procedure==
Micro-surfacing mix properties shall be determined, when required, in accordance with the applicable International Slurry Surfacing Association (ISSA) Technical Bulletins.

[[Category:413 Surface Treatments and Preventive Maintenance|413.01]]

413.4 Bituminous Fog Sealing

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Legged1: /* Maintenance Fog Sealing */ terminology

==Material Inspection for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Sec 413.10]==
Asphalt Binder for use in fog sealing shall be inspected in accordance with [[:Category:1015 Bituminous Material|EPG 1015 Bituminous Material]].
[[image:413.4.jpg|right|420px]]
[[413.1 Micro-Surfacing#District Procedure|District procedures]] are identical to those in micro-surfacing.

==Laboratory Procedures==
No additional laboratory procedures in this article.

==Maintenance Fog Sealing==
A fog seal is a light application of diluted slow-setting emulsion sprayed on an existing asphalt surface without an aggregate cover. The emulsion can be diluted up to one part emulsion to five parts water (1:5) but in most cases, a one to one dilution is used. The asphalt emulsion normally used is a SS-1, SS-1h, CSS-1, and CSS-1h.

Fog seals are used to renew old asphalt surfaces that have become dry and brittle with age and to seal very small cracks and surface voids. It also coats aggregate particles at the surface.

The surface condition or texture, dryness and degree of cracking of the pavement will determine the quantity required, but the normal application rate of a 50/50 diluted material is 0.10 to 0.15 gal/sq. yd. The fog seal should be allowed to completely cure before traffic is permitted on the surface to prevent pickup by vehicle tires. The surface must be porous enough to absorb the emulsion. Sand can be used to blot wet spots.

Fog seals may be used on asphalt shoulders and on cold-mix roadways only. Because of the time required for the slow-setting emulsion to break, and because of the potential for reduced surface friction immediately after seal application fog seals are not recommended for high-speed roadway pavements constructed with dense braded mixes. A fog seal may be used to add additional asphalt to a seal coat and as a dust control agent on a seal coat. The best conditions under which to apply a fog seal is a warm sunny day with low humidity.

[[Category:413 Surface Treatments and Preventive Maintenance|413.04]]

147.4 Fixed Price Variable Scope (FPVS) Contracting

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Legged1: /* 147.4.5 FPVS Examples */

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="370px" align="right"
|-
|'''Additional Information'''
|-
|[[media:147.4 Programmatic Work Plan for FPVC.docx|Programmatic Work Plan for Utilizing Fixed Price Variable Scope Contracting for Design-Bid-Build Construction Projects (SEP‐14)]]
|}
MoDOT uses a procurement process called Fixed Price Variable Scope contracting as a tool for projects where it would manage the amount of work completed within a set budget. In general, this type of contracting works best for repetitive preventive maintance and traffic control device installation work which MoDOT would benefit from being completed in multiple locations.

==147.4.1 FPVS Overview==

A FPVS project will be set up with estimated quantities of work at specified locations which the contractor will complete in an established priority order until the budget has been exhausted. This procurement method will have the contractor bid a unit price for the estimated quantities for each item of work in the contract. The initial estimated quantities included in the contract represent the amount of work than can be completed for the budgeted amount. Once the project has been awarded, the MoDOT construction office would then manage the contract based on the priorites set forth in the JSP by adjusting the contract quantities to hit the budgeted amount.

FPVS projects will be sent through the normal bidding process as other projects and will be awarded to the lowest responsible bidder based on the established quantities in the project. Construction will manage the contract by using the standard change order process.

MoDOT will utilize pre-bid meetings or industry meetings with contractors to familiarize them with the FPVS process for new types of projects or projects that are new to a region of Missouri.

==147.4.2 Project Set-up==

A project using FPVS will need to be programmed in the STIP to cover all possible work locations that may be completed by the project. This would typically be done by using Various Routes and Various Counties within SIMS. Please note all locations included in the contract must have all clearances, such as environmental.

The project team will establish the estimated amount of work that can be completed within the project budget. The project team will then determine the locations that can be completed within those quantities. The project team will also determine additional locations to be completed if there is remaining budget in the contract. It is recommended the project team sets up the initial quantities based on 80-90% of the budget so that is likely the quantities are increased for the contractor instead of work being removed from the contractor if bids are higher than expected.

The project team will need to modify the Contract Liquidated Damages JSP and add the additional JSPs as shown in the [[media:147.4.2 FPVS JSP Example.docx|FPVS Special Provisions]]. One aspect of the FPVS contracting is we want to give the contractor a window of time to complete the work as we do with many other projects. However, we do not want to extend the contract completion date due to an increase in quantities so we want to state that an extension of time will not be granted.

==147.4.3 FPVS Plan Development==

This is flexible and up to the discretion of the project team. FPVS contracting opens the door for the project team to be creative in plan development. With FPVS contracting, less location specific work will be required in the design phase, but this may result in more administrationin the construction phase. It is important to have the full support of the core team during plan development.

Plans may only include the design of the work included in the initial quantities or they may include design for both the initial quantities and the potential additional quantities that may be added. If the plans do not include designs for the potential additional quantities, it is important that the contractor can figure a good bid based on the information provided.

Things to keep in mind:
:1. The better information provided with the plans and specifications will result in better bids, but also keep in mind there is a balance between level of effort in the design and how much it will actually affect the bid.
:2. All locations in the project must be in the STIP and have all clearances prior to advertisement for bids.
:3. Lump Sum items, including Mobilization, can be used but the plans and JSPs should clearly state that they will not be adjusted based on a change in quantity. It is acceptable to include a JSP noting that Mobilization will not be adjusted on the project.

==147.4.4 FPVS Contract Administration==

The bidding documents will include set quantities for each pay item that the contractor will be required to bid. The award of the contract will be given to the lowest responsible bidder based on the set quantities and unit bid price. After the project is awarded to the lowest responsible bidder, the contract will be managed based on the priorities set forth in the JSP by changing the quantities of each pay item to deliver the project budget. Budgets for the project cannot be increased to accommodate more work with the project.

There are two scenarios that could occur. The first scenario is the awarded bidder’s total bid is lower than the project budget. Since the contractor’s total bid is less than the budget identified in the project special provisions, MoDOT would look at the priority list of routes identified in the special provisions to add additional quantities of work from the next highest priority. This will be accomplished using the standard contract change order process using the contract bid prices. The unit prices should not be adjusted due to the change in contract quantity.

The second scenario is the awarded bidder’s bid is higher than the project budget. Since the contractor’s total bid is more than the budget identified in the project special provisions, MoDOT would look at the priority list of routes identified in the special provisions to remove quantities of work from the lowest priority included in the bid quantities. This will be accomplished using the standard contract change order process using the contract bid prices. The unit prices should not be adjusted due to the change in contact quantity.

==147.4.5 FPVS Examples==

Some projects that use but are not limited to FPVS include:
:* Sign installation
:* Seal Coat
:* High Friction Surface Treatment
:* Crack Sealing
:* Thin lift asphalt overlay
:* Pavement marking.

[[Category:147 Innovative Contracting]]

646.4 Work Funded by Maintenance

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Legged1: update link

[[image:Main Page July 18, 2011.jpg|right|350px]]

MoDOT maintenance forces are not to perform any work on contracted projects regardless of the funding source (i.e., construction, maintenance or “innovative” funds). The Chief Engineer and the Assistant Chief Engineer must approve exceptions to this policy prior to plan development. Any approved MoDOT work associated with non-contractual items is considered non-contractual labor. For additional information about non-contractual items, refer to [[237.6 Estimates#237.6.4 Non-Contractual Costs|EPG 237.6.4 Non-Contractual Costs]]. All approved work is shown on the estimate and tabulation of quantities as a non-contractual item to be financed from the district's operating budget and coded to the appropriate project number.

[[Category:646 Other]]

Job Special Provisions

2024-02-26T22:49:53Z

Legged1: erratum

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2001.docx NJSP2001] || Balanced Mix Design Performance Testing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-20-01C || 8/31/2022 || 11/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2108.docx NJSP2108] || Balanced Mix Design Performance Testing for Job Mix Approval * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-08|| 11/17/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1810.docx NJSP1810] || Intelligent Compaction - Surface Leveling* || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-10 || 10/01/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1808.docx NJSP1808] || Intelligent Compaction * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-08C || 7/8/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1809.docx NJSP1809] || Paver-Mounted Thermal Profiles * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-09B || 7/8/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1609.docx JSP1609] || Prime Contractor Requirements || Requires the BCS Engineer's approval to use this JSP. || JSP-16-09 || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AB || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|}

Job Special Provisions

2024-01-29T22:02:22Z

Legged1: erratum

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 4/20/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2001.docx NJSP2001] || Balanced Mix Design Performance Testing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-20-01C || 8/31/2022 || 11/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2108.docx NJSP2108] || Balanced Mix Design Performance Testing for Job Mix Approval * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-08|| 11/17/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1810.docx NJSP1810] || Intelligent Compaction - Surface Leveling* || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-10 || 10/01/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1808.docx NJSP1808] || Intelligent Compaction * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-08C || 7/8/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01A || 10/4/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1809.docx NJSP1809] || Paver-Mounted Thermal Profiles * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-18-09B || 7/8/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1609.docx JSP1609] || Prime Contractor Requirements || Requires the BCS Engineer's approval to use this JSP. || JSP-16-09 || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AA || 10/27/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 10/30/2023 || 1/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 10/30/2023 || 1/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 10/27/2024 || 12/01/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 10/30/2023 || 1/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 10/30/2023 || 1/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 10/30/2023 || 1/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 10/30/2023 || 1/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 10/27/2023 || 12/1/2023
|}

230.1 Horizontal Alignment

2024-01-18T15:43:50Z

Legged1: /* 230.1.5 Spiral Transition Curves */ RR#3810

[[image:230.1.jpg|left|250px]]
{|style="padding: 0.3em; margin-left:15px; border: 2px solid #cccccc; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Figures'''
|-
|[[Media:Green Book Fig 3-22b.pdf|'''Green Book Figure 3-22b''' "Design Controls for Stopping Sight Distance on Horizontal Curves" ]]
|-
|[[media:Green Book Fig 3-23.pdf|'''Green Book Figure 3-23''' "Diagram Illustrating Components for Horizontal Sight Distance"]]
|-
|[https://www.modot.org/media/16812 Standard Plan 203.20]
|-
|[https://www.modot.org/media/16818 Standard Plan 203.21]
|-
|}

The operational characteristics of a roadway are directly affected by the horizontal alignment. The designer must consider the roads terrain, traffic volume, expected capacity and LOS together with other safety factors in order to properly anticipate the posted speed. Highways will be designed according to their anticipated posted speed as opposed to an arbitrary design speed.

The topography of the land traversed has an influence on the alignment of roads and streets. Variations in topography are generally separated into three classifications according to terrain:
* '''Level'''---Highway sight distances, as governed by horizontal and vertical restrictions, are generally long or can be made so without construction difficulty of major expense.
* '''Rolling'''---Natural slopes consistently rise above and fall below the road or street grade, and occasional steep slopes offer some restriction to the normal horizontal and vertical alignment.
* '''Mountainous'''---Longitudinal and transverse changes in the elevation of the ground with respect to the road or street are abrupt, with benching and side excavation frequently needed to obtain acceptable horizontal and vertical alignment.

These classifications pertain to the general character of a specific roadway corridor. Roadways in valleys, passes, or mountainous areas that have all the characteristics of roads or streets traversing level or rolling terrain should be classified as level or rolling.
{|style="padding: 0.3em; margin-left:5px; border: 2px solid #cccccc; text-align:left; font-size: 95%; background:#ffcc99" width="310px" align="right"
|-
|align="center"|'''Additional Information for Horizontal Curvature'''
|-
|The basic design criteria for horizontal curvature are based upon the information contained in Chapter 3 of the AASHTO publication ''A Policy on Geometric Design of Highways and Streets''.
|}
Once the anticipated posted speed is identified, the road’s horizontal alignment can be selected. All horizontal curve data is defined by radius. The basic design criteria for horizontal curvature are based upon the information contained in Chapter 3 of the AASHTO publication ''A Policy on Geometric Design of Highways and Streets'' (the Green Book). Additional guidance contained in the Green Book will also be used to determine other horizontal alignments.

Terrain, traffic volume and the anticipated posted speed must be considered when establishing a roadway’s minimum horizontal curvature.

A sharper curve may be designed for an improvement if it is properly signed and superelevated. Proper signage is required to inform the driver of this condition.

Horizontal curves are used when tangent lines of the roadway intersect at an angle exceeding ten minutes (for roadways with fewer than 400 vehicles per day, curves are not required for intersection angles of 1 degree or less). The centerline of median is generally used as the survey base line for divided roadway improvements. When the median width exceeds 100 ft. or individual roadways are not parallel, consideration should be given to using the inside edge of each travelway for the survey baseline for each individual alignment. For undivided pavements, the survey base line is at the center of the travelway pavement. Existing centerlines are used where practicable.

==230.1.1 English Definition==

Instead of degree of curve, all horizontal curve data is described by radius. The arc definition of curvature is used for new alignment. The chord definition is used only when an existing chord defined curve is utilized in the alignment. Identify a curve that is based on the chord definition by placing "(chord)" after the radius listed in the curve data on the plans.

==230.1.2 Metric Definitions==

When an existing curve, either arc or chord definition, is utilized in a metric alignment it will be soft converted using the U.S. Survey Foot (''U.S. survey foot factor is 0.304800609601219 meters per foot.'').

==230.1.3 Length of Curve==

For small deflection angles, curves will be sufficiently long to avoid the appearance of a kink. Curves will be at least 500 ft. in length for a central angle of 5° and increase 100 ft. for each 1° decrease in the central angle. For anticipated posted speeds of 60 mph or less, the minimum length of a curve is about 15 times the anticipated posted speed (mph).

For anticipated posted speeds greater than 60 mph, controlled access facilities that use flat curvature, a desirable length of curve is about 30 times the anticipated posted speed (mph).

==230.1.4 Superelevation and Widening==

Superelevation rate and widening for various design categories are given on [https://www.modot.org/media/16812 Standard Plan 203.20] and [https://www.modot.org/media/16818 Standard Plan 203.21], while the length of transitions are provided in [https://www.modot.org/media/16819 Standard Plan 203.22]. For divided pavements with narrow medians of 16 ft. or less in width, the superelevation runoff length for undivided roadways is used. For multiple lane roadways, the superelevation runoff length is multiplied by the appropriate factor based on the number of lanes. In urban areas where roadways with more than four lanes intersect at grade, consideration is given to reducing the pavement cross slope to minimize the difference in elevation between the extreme edges of the travelways. The difference in the rate of cross slopes for adjacent lanes should not exceed 5%, or 0.05 ft./ft. When the plans utilize the data given on the standard plans, only the maximum rate of superelevation and the maximum widening are shown with the horizontal curve data on the plans. Complete details of the superelevation and widening transition must be given on the plans if the standard plans details are not used.

==230.1.5 Spiral Transition Curves==

Spiral curves are used on all roadways that have design traffic greater than 400 vehicles per day and have a radius less than the values listed on [https://www.modot.org/media/16812 Standard Plan 203.20]. The length of spiral is the same as the length of superelevation and widening transition given in [https://www.modot.org/media/16819 Standard Plan 203.22].

==230.1.6 Sight Distance==

[[Media:Green Book Fig 3-22b.pdf|Figures 3-22b]] and [[media:Green Book Fig 3-23.pdf|3-23]] of the AASHTO Green Book (a graph diagram and equations) are used to determine the curve radius required to provide necessary horizontal sight distance for stopping and/or passing on roadway improvement projects.

==230.1.7 Bridge Considerations==

It is desirable to avoid vertical and horizontal curves on bridges. When a horizontal curve is unavoidable on a bridge, spirals and [[:Category:747 Bridge Reports and Layouts#Grades|minimum horizontal clearance]] will be maintained between the roadway and the bridge separation structure.

==230.1.8 Curve Data on the Plans==

Example plans are available to illustrate how required curve data are to be shown.

==230.1.9 Stationing for the Main Roadway==

Stationing for roadway improvement projects proceed from north to south or from west to east.

If the project is an improvement of an existing route, the stationing of the existing route is used. The ends of the proposed improvement are tied to the existing route and equated when applicable.

==230.1.10 Stationing for Crossroads==

Stationing of intersected roadway is based on the existing stationing, if it exists. For crossroads where there is no existing stationing, the stationing proceeds from the left side of the intersection to the right side. The stationing is chosen so a five-station increment occurs at the intersection with the main roadway (ie. 15+00.00).

A sufficient distance is allowed on the left side of an interchange to provide the proposed improvement without having to use negative stationing. The crossroad stationing is equated to the main roadway stationing at the point of intersection and the angle of intersection is indicated.

==230.1.11 Ramp Base Lines and Stationing==

The base line for a ramp is located along the right edge of the ramp travelway relative to the direction of traffic. The stationing is carried in the direction of traffic except for diamond interchange ramps. Diamond interchange ramps are stationed in the same direction as the main roadway stationing. Ramp base lines are equated to the main roadway or cross road at their termini.
[[category:230 Alignment of the Roadway|230.1]]

607.3 One-Strand Cable - Access Restraint

2024-01-18T15:29:57Z

Legged1: update links

{|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:607 Typical Fencing and Access.pdf|Fencing location and installation]]
|}

One-strand cable is used in conjunction with fencing to restrain access between [[232.5 Freeways#Outer Roads and Service Roads|outer roadways]] and through lanes. Cable placement is referenced to the outer roadway shoulder. See [https://www.modot.org/media/16862 Standard Plan 606.40] for more information. One-strand cable is indicated on the plans by the appropriate symbol. One-strand cable will be delineated according to MoDOT’s specifications.

[[Category:607 Fencing]]

616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)

2023-12-26T23:48:59Z

Legged1: /* 616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59) */

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
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'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
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|'''Videos of Sequential Lighting'''
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|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
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|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
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|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
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|align="center"|<b>Figure 616.6.87.1</b>
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Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]

231.1 Median Width

2023-12-20T22:35:21Z

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|'''Figures'''
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|[[Media:231 Warrant for Median Barriers a.pdf|Median Barrier Warrant]]
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===231.1.1 Discussion===
{|align="right"
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|[[Image:231.1 Photo1 Depressed Median.jpg|thumb|<center>Depressed Median</center>]]
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|[[Image:231.1 Photo2 Barrier Median.jpg|thumb|<center>Barrier Median</center>]]
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A wide separation between traffic moving in opposing directions is safer and more comfortable for the motorist than head-to-head traffic in close proximity. While this works well in rural areas, it may be necessary in densely developed areas with expensive right of way to provide a narrower median with a positive barrier. While MoDOT prefers to use the 60 ft. depressed median on rural and urban expressways and freeways, the cost to do so may become excessive. When this occurs, alternative designs for the improvement are to be considered. These alternatives must reflect the principles of [[231.2 Clear Zones|clear zone]] design. Positive median barriers are not always required; however, when they are needed MoDOT uses three basic types. They are [[:Category:617 Traffic Barrier|concrete barrier]], [[606.1 Guardrail#606.1.1 Types of Guardrail|guardrail (Type B)]] and [[606.2 Guard Cable|guard cable]].

===231.1.2 Barrier Types===

[[Media:231 Warrant for Median Barriers a.pdf|Concrete barrier and guardrail]] are best when used on flush medians narrower than 36 ft. Type B [[606.1 Guardrail|guardrail]] ([https://www.modot.org/media/16856 Standard Plan 606.00]) is used in those locations in which a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). Concrete barrier is generally limited to high volume roadways with narrow width medians. When [[:Category:617 Traffic Barrier|concrete barrier]] is used, Type C (and Type D as required) is the preferred configuration for new construction. Type A (and Type B as required) are only to be used for new construction projects in a retrofit condition or to “tie in” to existing Type A concrete barrier, which exists on adjoining sections of roadway. An approved crash cushion or sloped end crashworthy end terminal is the required end treatment for concrete barriers. A barrier height transition is not used in locations where the posted speed limit is greater than 35 mph. Where height transitions are used, they are located as far as practicable from the traffic lanes, and if possible, the lead end flared outside the clear zone. Concrete barrier details and barrier height transitions are shown in [https://www.modot.org/media/16893 Standard Plan 617.10]. The distance between the left hand edge of the lane next to the median and the face of the concrete median barrier is limited to not more than 15 ft.

Many existing freeways have medians that are more than 36 ft. in width. These medians are of sufficient width to satisfy clear zone requirements, thus making the provision of median barrier optional. While the provision of a concrete barrier or Type B guardrail may not be required at these locations, a three-strand guard cable may be desirable. [[606.2 Guard Cable|Guard cable]] is effective is these situations and in locations with cross-median accident history.

===231.1.3 Turning Movement and Storage Length Requirements===

When a median narrower than 60 ft. is provided on an expressway located on a major route, the turning movement requirements of the design vehicle must be considered. In addition, the length of storage area necessary to accommodate the design vehicle within the median must be determined to maximize safe operation of the improvement.

===231.1.4 Raised Curb Medians===

A closed median with raised curbs can be an effective design when used on a minor roadway in urban areas. The width of the median in these situations is a function of the turning movements of the design vehicle.

Raised curbed medians provide curbs 6 to 8 in. in height, and may be integral, or curb and gutter. Mountable curbs are usually used except where protected left turn lanes are provided or where a vertical curb face is specified. Where vertical curb face is used, the curb is offset from the edge of the traffic lane by at least 1 ft. for continuous medians and at least 2 ft. for islands and short median sections. Raised curbed medians are used where depressed medians cannot be provided and on roads other than freeways with volumes of traffic under 20,000 AADT. Continuous raised medians 10 ft. or less in width are usually paved and those wider than 10 ft. are usually sodded. Short raised medians are paved. With concrete paved traffic lanes or curb and gutter, the raised median is paved with asphaltic concrete or portland cement concrete. Where the traffic lanes are asphaltic concrete the raised median is paved with asphaltic concrete. Plans show details for doweling of concrete median strip to previously constructed pavement. Details of the face of curb on concrete median strip are the same as shown on standard plans. The concrete area of irregular shaped medians is computed by the square yard. The concrete area of medians of uniform width is computed by the linear foot. The same unit of measurement for median quantities is used on a project to reduce the number of bid items. Payment for constructed median is made under the item concrete median or concrete median strip. Medians using asphaltic concrete are paid for by the ton of required asphaltic concrete material.

===231.1.5 Painted Flush Medians===

Painted flush medians are provided on all multi-lane roadways when median widths are 4 ft. or less. A minimum median width of 4 ft. is used where feasible. Painted median lines consist of two solid yellow lines in each direction.
[[category:231 Typical Section Elements for Roadways|231.01]]

606.1 Guardrail

2023-12-06T23:18:19Z

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[[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]]'''
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:'''Type A Guardrail''' - single W beam rail with 6 ft. 3 in. post spacing.

:'''Type B Guardrail''' - double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''Type D Guardrail''' - single W beam rail with 12 ft. 6 in. post spacing for use at end of road or street.

:'''Type E Guardrail''' - single thrie beam rail with 3 ft. 1-½ in. post spacing.

==606.1.2 Guardrail Terms==

'''Blockout –''' a spacer block to separate the guardrail beam from the post used on most types of guardrail.

'''Bullnose Guardrail System –''' an enclosed guardrail design that wraps a semi-rigid guardrail around a hazard.

'''End Anchor -''' a guardrail end device without a buffer end to develop the full strength of the rail system.

'''Embedded End Anchor -''' an end anchorage system for guardrail whereby the rail is embedded in a concrete block and buried in the backslope.

'''MASH 2016 –''' AASHTO ''Manual for Assessing Safety Hardware'' (2016), or newer.

'''MASH 2016 End Terminal –''' Crashworthy End Terminals that have been approved using the MASH 2016 testing requirements.

'''MGS Guardrail –''' Midwest Guardrail System (MGS) a non-proprietary MASH 2016 approved guardrail system.

'''Non-350 Guardrail -''' Existing guardrail that does not meet NCHRP 350 testing requirements. Existing Type A guardrail that is either less than 27 ¾ in. tall, uses steel blockouts, or uses blockouts that are less than 8 in. deep is considered to be Non-350 Guardrail.

'''Pre-350 End Terminal –''' Devices that have not been approved by NCHRP 350 test requirements. Examples include Breakaway Cable Terminals (BCT), MELT, Turn-down ends, concrete height transitions and any unprotected blunt ends.

'''Rock Face End Anchor -''' an end anchorage system for guardrail whereby the rail is bolted to a rock face.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|<center>'''Figures'''</center>
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|[[Media:606.1 Warrant for Median Barriers.pdf|Warrant for Median Barriers]]
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|<center>'''Videos'''</center>
|-
|These are very short video clips of guardrail crash tests conducted at the Midwest Roadside Safety Facility in Lincoln, Nebraska. The video image is very small (and typically located on the lower left of your screen) unless you click the video's enlarge button.
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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 2016. The use of this type of system may be appropriate for some applications. Contact the Design Division for further details.

:* Criteria for guardrail use on [[232.5 Freeways|outer roadways]] are the same as for other roads except for the shoulder side adjacent to a through lane. Guardrail is specified along outer roadways where the outer roadway is 10 ft. or more above the main roadway, and the shoulder of the outer roadway is less than 25 ft. from the top of the roadway backslope. Sometimes it is more economical to move the outer roadway back sufficiently to eliminate the requirement for guardrail. Guardrail along outer roadways is installed with the face of the rail toward the outer roadway. Double faced MGS may be required if the guardrail is within the limits of the clear zone for the through lanes.

'''Additional Guidance'''

:* The slope of the area between the edge of the shoulder and the face of the guardrail must be 1V:10H (10:1) or flatter. Do not place guardrail on a fill slope steeper than 1V:6H (6:1).

:* Shoulder cross slope may be adjusted during resurfacing in an attempt to use in place existing guardrail (in serviceable condition) that meets current design guidelines. The accepted range in cross-slope for shoulders is 2% to 6%. A tapered shoulder resurfacing to a minimum ½ in. thickness may be considered. A maximum of 8% algebraic difference in the slope of pavement and shoulder at the pavement edge is permitted. If the shoulder surfacing cannot be tapered to minimum thickness without exceeding the maximum cross slope, the shoulder resurfacing will be constructed to the minimum cross slope of 2% and the existing guardrail will be replaced with MGS at 31 inches.

:* On the high side of superelevated sections, place guardrail at the edge of shoulder prior to the slope break.

:* For guardrail installed at or near the shoulder, 2 ft. of shoulder widening behind the guardrail posts must be provided from the back of the post to the beginning of a fill slope. On existing roadways with less than 2 ft. behind the guardrail, Class III shaping slopes shall be used to widen the shoulder.

:* On projects where no roadway widening is proposed and the minimum 2 ft. shoulder widening behind the barrier is not practicable, the 8 ft. MGS long post design should be used. A cost analysis should be conducted to determine whether to add the 2 ft. shoulder widening or use 8 ft. MGS long post design. For fill slopes steeper than 1V:2H (2:1), the use of special designs are necessary. Contact the Design Division for further details.

:* MASH 2016 end terminals at 31 in. height will require a height and lateral transition for connection to existing non-MGS guardrail. The plans will need to include a 25 ft. MGS Transition Section between the MASH 2016 end terminal and the existing or modified guardrail.

:* Adjustment of guardrail height should be performed in accordance with the guidance provided in the [https://epg.modot.org/files/2/27/606_Adjusting_Low_Guradrail.pdf Assessment of Existing G4(1S) Strong Post Guardrail (Rail)]. The minimum guardrail height after adjusting/replacing blocks is 27 ¾ inches. If the 27 ¾ in. height will not be achieved, the guardrail must be replaced with MGS. A non-standard job special provision for height adjustment is available.

:* In areas of a roadway cut section, or where the road is transitioning from cut to fill, designers may consider the application of an embedded terminal. Often this can be accomplished by extending the guardrail beyond the length of need to tie the guardrail into the backslope. When properly designed and located, this type of anchor provides full shielding for the identified hazard, eliminates the possibility of an end-on impact with the terminal, and minimizes the likelihood of the vehicle passing behind the rail.

:* Any unconnected or unacceptably connected bridge approach guardrail is to be connected to the bridge by an acceptable transition design.

:* The use of curb in conjunction with guardrail is discouraged. When used in conjunction with MGS, an acceptable option is to place up to a 6 in. high curb at a maximum 6 in. offset outside the face of the rail at any posted speed. Where barrier curb is used, guardrail is placed with the guardrail face located at the face of the curb and the top of the rail is located 31 in. above the pavement elevation at the curb face. Where mountable curb is used, guardrail is placed with the face at the edge of the usable shoulder and the top of the rail is located 31 in. above the shoulder elevation. Where curb and gutter is used, guardrail is placed with the guardrail face at the face of curb and the top of the rail at 31 in. above the gutter flow line.

:* When an obstacle such as a culvert headwall is located close to the shoulder line, the MGS long-span section can be used to span up to 25 feet. When obstacles are to be marked with a [[903.17 Delineation and Object Markers|Type 3 Object Marker]], it shall be in accordance with [[903.17 Delineation and Object Markers#903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65)|EPG 903.17.4 Object Markers for Obstructions Adjacent to the Roadway]].

:* Guardrail should be used to protect traffic from non-breakaway signposts, sign trusses and bridge piers within the clear zone. Typical treatments are indicated in the standard plans. Bridge piers located close to the roadway are marked with a Type 2 Object Marker.

:* Guardrail is usually galvanized and has a silver color. It can also be provided in weathering steel that has a brown or rust color. Along Scenic Byways, at scenic overlooks, state highways through national forests, or other designated areas where aesthetic guardrail is needed, consider using weathering steel guardrail, colored terminals (powder-coated galvanized steel), colored steel posts (galvanized weathering steel or powder-coated galvanized steel) or wood posts to minimize the barrier’s visual impact. Funding for the increased cost of aesthetic guardrail should come from the local public agency or other outside sources. If a specific appearance is deemed appropriate in order to coordinate with existing facilities or some other aspect of the scenic location, the designer is to specify the system desired with a job special provision.

Guardrail details and typical locations for installation are shown in the standard plans. Guardrail is shown by proper legend on the plan sheets and the station location and quantities are tabulated on the 2B sheets. Quantities are tabulated in 12 ft. 6 in. increments. Curved sections of guardrail are to be installed on curves with a radius of 150 ft. or less. The plans specify the lengths of curved guardrail and the radius of curvature. Curved guardrail is not tabulated separately on the plans. Examples of [https://epg.modot.org/index.php?title=620.5_Delineators_%28MUTCD_Chapter_3F%29#620.5.5_Guardrail_Delineation guardrail delineation] and tabulation are shown in [https://epg.modot.org/files/0/0a/235_Sample_Preliminary_Plans.pdf Sample Plans].

'''Fill Slopes'''

Fill slopes can present a risk to an errant vehicle with the degree of severity dependent upon the slope and height of the fill. Providing fill slopes that are 1V:4H (4:1) or flatter can mitigate this condition. If flattening the slope is not feasible or cost-effective, the installation of a barrier might be appropriate. Figs. 5.1 through 5.3 in the ''AASHTO Roadside Design Guide'' provide guidelines to determine whether a fill slope constitutes a condition for which a barrier is a cost-effective mitigation. The curves are based on the severity indexes and represent the points where total costs associated with a traffic barrier are equal to the predicted cost of crashes over the service life for selected slope heights without traffic barrier. If the ADT and height of fill intersect on the “Barrier Considered” side of the embankment slope curve, then provide a barrier if flattening the slope is not feasible or cost-effective.

If the figure indicates that barrier is not recommended at an existing slope, that result is not justification for a deviation. For example, if the AADT is 4,000 and the embankment is 10 ft. tall, barrier might be cost-effective for a 1V:2H (2:1) slope, but not for a 1V:2.5H (2.5:1) slope. This process only addresses the potential risk of exposure to the slope. Obstacles on the slope can compound the condition. Where barrier is not cost-effective, use the recovery area formula to evaluate fixed objects on critical fill slopes shorter than 10 feet.

Guardrail is usually not used to protect traffic from headwalls located outside of the shoulder line of roadways without clear zones unless warranted by high fills. Exceptions include interstate safety modification projects where clear zones are not added and where it may not be economically feasible to extend a large box culvert to locate the headwall outside the clear zone point.

For routes under 400 AADT, guardrail for fill slopes is optional, however, good design judgment may require guardrail when conditions warrant.

'''Cut Slopes'''

A cut slope is usually less of a risk than a traffic barrier. The exception is a rock cut with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

Analyze the potential motorist risk and the benefits of treatment of rough rock cuts located within the Design Clear Zone. Conduct an individual investigation for each rock cut or group of rock cuts. A cost-effectiveness analysis that considers the consequences of doing nothing, removal, smoothing of the cut slope, and other viable options to reduce the severity of the condition can be used to determine the appropriate treatment. Some potential options are:

:* W-beam guardrail barrier
:* Concrete barrier.
<div id="Length of Need"></div>

'''Length of Need'''
{|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 2016 crashworthy end terminals for exposed ends of all new runs of guardrail on all routes.
:::* On dual lane facilities, guardrail end terminals are to be upgraded with MASH 2016 crashworthy end terminals in both directions even if the project covers only rehabilitation of the roadway in one direction.
:* On major routes, replace all existing Pre-350 and 350 end terminals with MASH crashworthy end terminals.
:::* Downstream Pre-350 and 350 end terminals outside of the major route clear zone may remain in place as long as the terminal provides sufficient anchorage to the guardrail system.
:::* End terminals within the limits of ramps will be upgraded to MASH 2016 crashworthy end terminals. Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be up to the judgment of the engineer of record.
:* On major routes, guardrail or concrete barrier blunt ends located on either side of a two-way roadway or on the guardrail approach end of dual lane facilities must be replaced with a MASH 2016 crashworthy end terminal even if the project covers only rehabilitation of the roadway in one direction.
:* Median Pier Protection: All undamaged bullnose systems may remain in place. Any Pre-350 and 350 end terminals (not protected by guard cable) and Non-350 Guardrail on median pier protection systems shall be replaced with MASH 2016 approved end terminals and MGS guardrail.
:* On minor routes, damaged end terminals shall be replaced with MASH 2016 crashworthy end terminals.
:* On minor routes, existing end terminals (in serviceable condition) may be left in place. Engineering judgment in accordance with AASHTO’s Roadside Design Guide and crash history should be used to determine guardrail improvements for each project.

'''Grading for New Roadway Construction.''' When an end terminal falls within the limits of an area that includes construction of a new roadbed, provide the needed embankment (cut/fill) quantities to construct the Standard Grading Limits shown in [https://www.modot.org/media/16869 Standard Plan 606.81] and include that volume in the 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.

Shaping Slopes Class III should not be used if the existing terrain requires significant quantities of fill. When significant grading is required, other grading pay items should be used with specific volumetric quantities.

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 2016 are deemed crashworthy and must be listed as eligible for use on the [https://epg.modot.org/index.php/Category:123_Federal-Aid_Highway_Program#123.1.1_FHWA_Oversight_-_National_Highway_System NHS] by FHWA. MoDOT then reviews these items and makes a determination of their use on Missouri’s state-owned roadways. Refer to [http://www.modot.org/business/standards_and_specs/endterminals.htm MoDOT’s End Terminals, Crash Cushions and Barrier Systems website] for more information on approved crashworthy end terminals.

While crashworthy end terminals do not require an offset at the end, a flare is recommended so the end piece does not protrude into the shoulder. These terminals may have a 2 ft. offset to the first post. Four feet of widening is needed at the end posts to properly anchor the system. When widening includes an embankment, fill material will be necessary for optimum terminal performance. (See Standard Plan 606.30 for widening details.) When the entire barrier run is located farther than 12 ft. beyond the shoulder break point and the slopes are greater than 1V:10H (10:1) and 1V:6H (6:1) or flatter, additional embankment at the terminal is not needed. Crashworthy end terminals located within 10 ft. of the edgeline will be delineated with a Type 3 Modified Object Marker.

Currently, there is not a MASH 2016 approved flared-end terminal system. However, if a flared-end terminal is needed, there are NCRHP 350 systems available. These designs include an anchor for developing the tensile strength of the guardrail. The length of need begins at the third post for two approved flared terminals. When a flared terminal is specified, it is critical the embankment quantity also be specified so the area around the terminal can be constructed as shown in the standard plans.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="340px" align="right"
|-
|align="center"|'''Additional information on crashworthy end terminals and internet links to approved terminals'''
|-
|align="center"|[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 Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] Table
|}

===606.1.3.4 Median Barrier Selection and Placement ===

The most desirable barrier installation uses the most flexible system appropriate for the location and one that is placed as far from the traveled way as practicable. Good engineering judgment is called for in determining the appropriate placement of barrier systems. Solutions may need to be arrived at while considering competing factors such as crash frequency and severity. As discussed previously, performance of the system relies on the interaction of the vehicle, driver and system design at any given location. Additionally, the ability to access the system for maintenance and the need for access across the barrier play into the final decision.

With median barriers, the deflection characteristics and placement of the barrier for a traveled way in one direction can have an impact on the traveled way in the opposing direction. In addition, the median slopes and environmental issues often influence the type of barrier that is appropriate.

In narrow medians, avoid placement of barrier where the design deflection extends into oncoming traffic. Narrow medians provide little space for maintenance crews to repair or reposition the barrier. Therefore, avoid installing deflecting barriers in medians that provide less than 8 ft. from the edge of the traveled way to the face of the barrier.

In wider medians, the selection of barrier might depend on the slopes in the median. At locations where the median slopes are relatively flat (1V:10H [10:1] or flatter), unrestrained precast concrete barrier, beam guardrail and cable barrier can be used depending on the available deflection distance. At these locations, position the barrier as close to the center as possible so that the recovery distance can be maximized for both directions. There may be a need to offset the barrier from the flow line to avoid impacts to the drainage flow.

In general, cable barrier is recommended with medians that are 30 ft. wide or wider. However, cable barrier may be appropriate for narrower medians if adequate deflection distance exists. Refer to [[606.2 Guard Cable#606.2.3 Design and Installation Guidelines|EPG 606.2.3 Design and Installation Guidelines]] for design and installation guidelines for cable barriers. Do not use concrete barrier at locations where the foreslope into the face of the barrier is steeper than 1V:10H (10:1).

At locations where the roadways are on independent alignments and there is a difference in elevation between the roadways, the slope from the upper roadway might be steeper than 1V:6H (6:1). In these locations, position the median barrier along the upper roadway and provide deflection and offset distance as discussed previously. Barrier is generally not needed along the lower roadway except where there are fixed features in the median. When W-beam barrier is placed in a median as a countermeasure for cross-median crashes, design the barrier to be struck from either direction of travel. For example, the installation of beam guardrail might be double-sided.

Guardrail may be specified [[231.1 Median Width|in medians]] to provide a positive barrier. Guardrail may also be specified to convert an existing raised curb median to a barrier median provided the top of the MGS guardrail is placed 31 in. above the pavement elevation at the curb face. Double faced MGS guardrail may be used on a raised median width of 2 ft. back-to-back. For greater widths, two single lines of MGS guardrail will be required.
[[image:606.1 Warrants for Median Barriers English.jpg|left|thumb|<center>'''Warrant for Median Barriers'''</center>|605px]]
For medians of variable widths, a detail in the standard plans provides for transition from single faced to double faced guardrail. Crashworthy end terminals are added only at the beginning and ending of a total run of guardrail and not at each break caused by intersections and median openings. Breaks caused by intersections and median openings will be closed by means of a crashworthy special end treatment.

Double faced MGS guardrail can be used on a flush median, as shown in the figure below. Double faced MGS guardrail is to be used where a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). The concrete barrier is generally limited to the high volume roadways with narrow width medians.

'''Bullnose Guardrail System'''
[[image:606.1.3.3.jpg|right|280px]]
The bullnose guardrail system may be used in the medians of expressways or freeways to shield drivers from hazards, such as bridge piers and other obstacles. It is not a crashworthy end terminal, but is rather a non-gating barrier principally constructed of Type E guardrail. As long as the median’s vertical differences are minimal or can be minimized through grading, the bullnose guardrail system is an appropriate treatment for new construction. This system requires at least 15 ft. of median width for its construction. The bullnose guardrail system is not to be erected between twin bridges. Alternatives are available for twin bridge protection in [https://www.modot.org/media/16857 Standard Plan 606.01]. Consult [https://www.modot.org/media/16860 Standard Plan 606.30] for grading requirements and other important details.

===606.1.3.5 Closures of Existing Streets, Roads, Bridges or Non-Traversable Roads===

====606.1.3.5.1 Closures of Existing Streets and Roads====
When closing a street or road, use either Type 4 Object Markers only or a combination of Type 4 Object Markers and Type D guardrail as shown in Figs. 606.1.3.5.1.1 and 606.1.3.5.1.2. Where no hazard exists beyond the end of the closed street or road for a reasonable distance, Type 4 Object Markers are sufficient for delineation. Where a hazard exists beyond the end of the closed street or road that is considered equal to or greater than that created by the use of guardrail (for example a removed bridge or culvert, or a structurally deficient bridge), a combination of both Type 4 Object Markers and Type D guardrail is specified. Refer to [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

[[image:606.1.3.10.1.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="345" valign="top"|<center>'''Fig. 606.1.3.5.1.1, Type 4 Object Markers'''</center>||width="355"|<center>'''Fig. 606.1.3.5.1.2, Type 4 Object Markers<br/>with Type D Guardrail</center>'''
|}

Additional emphasis of a sign barricade may be required for horizontal and vertical alignment of the roadway and at tee intersections as shown in Fig. 606.1.3.5.1.3. Location and installation guidelines for sign barricades are located in [[903.6 Warning Signs#903.6.53 Sign Barricades (MUTCD Section 2B.67)|EPG 903.6.53 Sign Barricades]], and [https://www.modot.org/media/16920 Standard Plan 903.02 Highway Signing Structure Signs].

[[image:606.1.3.10.3.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.1.3, Sign Barricade with Type 4 Object Markers'''</center>
|}

====606.1.3.5.2 Closure of Existing Bridges or Non-Traversable Roads====
Bridges and roadways may be closed to the traveling public due to natural aging process of the structure, weather damage (ex. flooding), bridge/roadway slides, etc.

Restoration of the bridges and roadways may be delayed due to scheduling constraints or budget costs of projects. District personnel and Central Office Bridge Division personnel should discuss the schedule to repair the bridge. District personnel and Central Office Construction/Material Geotechnical personnel should discuss the schedule to repair the roadway. Based on the repair schedule, the district will determine the type of closure needed for the bridge or roadway.

For bridge and/or roadway closures, bridge/roadways shall be closed according to [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|typical application]] EPG 616.8.8 (TA-8) Highway Closure – MT, EPG 616.8.8 (TA-8) Highway Closure – DE/CM, EPG 616.8.8a (TA-8a) Closure of Existing Bridges or Non-Traversable Roads, [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

Figs. 606.1.3.5.2.1 and 606.1.3.5.2.2 are examples of the recommended installation of the bridge/roadway closures based on EPG 616.8.8a Closure of Existing Bridges or Non-Traversable Roads.

For less than one month closure duration, the district may use Type 3 barricades as shown in Fig. 606.1.3.5.2.1.

For six-month closure durations, the district may use Type 3 barricades and temporary concrete traffic barriers as shown in Picture 5. As shown in typical application EPG 616.8.8a, the temporary concrete traffic barriers should have red reflective sheeting across the face of the barrier.

[[image:606.1.3.10.2.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="335" valign="top"|<center>'''Fig. 606.1.3.5.2.1, Bridge Closure with Type 3 Barricades'''</center>||width="365"|<center>'''Fig. 606.1.3.5.2.2, Bridge Closure with <br/>Type 3 Barricades and Temporary Barriers</center>'''
|}

For longer closure durations, the district may use Type D guardrail and Type 4 object markers as shown in Fig. 606.1.3.5.2.3.

[[image:606.1.3.10.2.2.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.2.3, Bridge Closure with Type<br/>D Guardrail and Type 4 Object Markers'''</center>
|}

When closing bridges and/or roadway, the more temporary devices used will require additional attention compared to permanent devices.

==606.1.4 Maintenance Planning Guidelines for Guardrail==

'''Printable''' [[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:128 Conceptual Studies

2023-10-31T20:44:08Z

Legged1: /* 128.4.2 Traffic Data */ update link

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|-
|'''Forms and Figures'''
|-
|[[media:Location Study Report.dotx|Location Study Report Format]]
|-
|[[media:Conceptual Study Report.dotx|Conceptual Study Report Format]]
|-
|[https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Report]
|-
|[[media:128 3R Design Standards (Rural) 2013.docx|3R - Rural Design Criteria]]
|-
|[[media:128 3R Design Criteria (Urban) Mar 10.doc|3R - Urban Design Criteria]]
|-
|[https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Report]
|-
|[https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx RES Form]
|-
|[[media:2023-03-6_RES_Instruction_Manual.docx|Instructions for RES Form]]
|-
|[http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 Form]
|-
|[http://epg.modot.org/forms/DE%202017%20Forms/DELiaison/131.1_Design_Exception.docx Design Exception]
|-
|[[:Category:231 Typical Section Elements for Roadways|Typical Roadway Sections]]
|-
|[[media:128 Straight Line Profile of Exiting Pavement.pdf|Straight Line Profile]]
|-
|[[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|Lane Diagram]]
|}

A conceptual study is used to coordinate MoDOT thinking on the improvements to be included in a project and to obtain approval of them as required. A conceptual study report is prepared for relatively small projects that provide specific improvements. The approved study is then used as the basis for further design. The format of the study is dependent on the proposed improvements.

A conceptual study consists of a written report that is presented in one of three formats. The [[media:Conceptual Study Report.dotx|basic format]] is used for projects containing geometric improvements. There are also two specialized report formats for projects that primarily consist of improvements to the driving surface and shoulders, with limited geometric improvements. These reports are the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R conceptual study report] (for resurfacing, restoration or rehabilitation of non-freeway roadways) and the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual study report] (for resurfacing, restoration, rehabilitation or reconstruction of interstate or freeway roadways).

As each project is developed, a conceptual study or a location/environmental study is required to document the direction that the core team is taking to address the identified transportation need. A conceptual study will provide sufficient documentation for the types of projects described below. However, more complex projects or those with a potential for greater environmental impacts will require the preparation of a location/environmental study. All projects are required to have a [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|safety assessment review]] through all phases of the project development process. The SAFER tool was developed to facilitate these discussions within the project development teams. The details for preparing a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] are available. In any case, each project that is developed requires the preparation of one of these types of report.

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement Rehabilitation Guide'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

==128.1 Conceptual Study Report==

The district prepares a conceptual study report, using the necessary format, for the following types of projects:

:Relatively small projects that provide specific improvements (i.e. signalization, lighting, signing, minor geometric revisions, etc.).

:Bridge replacement projects on rural low volume roads where it is obvious the only practical new location is at the existing location or adjacent to the existing corridor.
{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"
|-
|'''CAP-X Worksheet'''
|-
|The [http://tsi.cecs.ucf.edu/index.php/cap-x Capacity Analysis for Planning of Junctions] is a tool that districts can use to consider alternative at-grade intersection types based upon peak flow volumes.
|}

:Projects environmentally classified as categorical exclusions [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.1 Categorical Exclusion|(CE)]].

:Projects pending classification as a categorical exclusion (CE2) must have the justification approved by FHWA, which results in a CE determination, prior to preparation of the conceptual study report. A [http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 form] is available. (If the CE2 is determined by FHWA to be an [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.2 Environmental Assessment|EA]], a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] is required.)

For signalization projects, the conceptual study and preliminary signal layout may be combined in one submittal. Likewise, projects that provide preventative maintenance treatments or contracted level course applications to the pavement may only require the preparation of a combined conceptual study and preliminary plans.

There may be some CE or CE2 projects for which it is advisable to prepare a location study report rather than a conceptual study report. This should be considered in the case of a highly controversial project, or one in which two or more alternatives are being considered that would have different impacts on the community, such as locating an interchange. In this case, for a CE2 project, the [[:Category:126 Location Study and Alternatives Analysis|location study]] is prepared concurrently with the CE2 form to aid in FHWA determination for a CE or an EA classification.

Approximately 2 months prior to preparing a conceptual study report, the district fills out the electronic [[127.1 Request for Environmental Services|request for environmental services]] (RES) requesting project screening and early constraint identification. Preliminary screening may have been completed in order to obtain a CE classification from a CE2; however, it is necessary to request more detailed screening to complete the conceptual study report.

The conceptual study report describes the project purpose and identified need as well as the location and proposed improvements. The conceptual study report identifies the existing and proposed features of the project. It also explains any variations from the originally identified need.

Most generally a conceptual study report will be used to describe a simple bridge replacement project or other minor road construction project. In a few instances, a project that uses a conceptual study report format will have alternates being considered. In this case, all alternates considered should be documented in the conceptual study report in a manner similar to a location study report.

Accident data, safety enhancements, access management, how traffic will be handled during construction and the need for construction incentives are all discussed in the report. The accident data is obtained from the [http://tms/home/ Transportation Management System (TMS)]. The calculation for the [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|project accident rate]] is included. The designer carefully analyzes accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, access management, and the need for bicycle/pedestrian facilities are also discussed.

The conceptual study report will also discuss the disposition of the existing route. This discussion will document the anticipated disposition of all sections of the existing route in a manner similar to a location study report. A description of the available options for disposition is listed in [[236.14 Change in Route Status Report|EPG 236.14 Change in Route Status Report]].

All environmental work completed prior to the conceptual study report is summarized and included in the conceptual study report. The conceptual study report then discusses any unusual features or anticipated difficulties to be encountered with the project, such as known [[127.2 Historic Preservation and Cultural Resources|archaeological sites]], [[127.2 Historic Preservation and Cultural Resources|historic bridges]], [[127.4 Wetlands and Streams|wetlands]], [[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties|Section 4(f)]] or [[127.10 Section 4(f) Public Lands#127.10.2.1.2 Section 6(f) Properties|Section 6(f)]] lands, [[127.8 Hazardous and Solid Waste|hazardous waste sites]], or other environmental issues as provided by the Design Division.

The conceptual study report will contain a current estimate of the proposed costs of the improvements for each alternative. Details on the preparation of project estimates can be found in [[104.7 Estimates|EPG 104.7 Estimates]]. Current cost estimates, borrow information when required, and any other pertinent information to the project that is not covered elsewhere are also provided under the remarks section of the report.

A location sketch, plan sheet drawings, existing and proposed typical sections and other documents as necessary, are attached to show each alternative for the proposed improvement.

Following the signature of the preparer, a section is included for the recommendations or comments of the district engineer. If necessary to add more detail, the district engineer's comments may be submitted with a separate letter. Following that, signature and date lines are included to indicate the district engineer's approval of the study.

Preferred design criteria are contained in EPG articles:
:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],
:[[:Category:232 Facility Selection|232 Facility Selection]],
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],
:[[:Category:234 Interchanges|234 Interchanges]],
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].

Justification for varying from these standards must be submitted on a [[131.1 Design Exception Process|Design Exception Information Form]].

Approval and submittal of the conceptual study report is detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].

==128.2 Preventive Maintenance Projects (1R and 2R)==

Preventive maintenance projects usually consist of asphalt overlays with little to no additional work and generally fall into one of two categories:

*Resurfacing (1R): [[:Category:402 Bituminous Surface Leveling|Contract Leveling Course (CLC)]]. The contract leveling course program is intended to provide a smooth riding surface for lower volume roadways with existing low-type asphalt surfaces.

*Resurfacing and restoration (2R): Thin Hot Mix Asphalt Overlay. The highest type alternative available in the pavement preventive maintenance program for flexible pavements. Thin overlays protect the pavement structure, reduce the rate of pavement deterioration, correct surface discontinuities, reduce permeability and improve the ride quality of the pavement. A minor amount of structural enhancement can also be provided with this treatment.

Although 1R and 2R projects are eligible for federal funding, no conceptual study report is required. However, since there may be no additional activity in the project area for a number of years, the preventive maintenance project core team should audit the corridor to identify any safety concerns involving alignment, intersection sight distance and roadside obstacles. The findings of the project core team should be documented but need not be in a formal report.

If a safety concern is identified during the corridor audit, then the safety concern should be addressed if the project budget and scope can reasonably accommodate it. During the scoping of 1R and 2R projects, in evaluating whether a physical condition constitutes a safety concern, the designer should consider guidance provided in the ''Roadside Design Guide'' (RDG), if any, and the site specific characteristics of the roadway at issue, including the location of the object or area in relation to the roadway, traffic volume, traffic speed, geometry, and the crash history (including severity) involving the roadside object or area.

Similarly, if a safety enhancement opportunity is identified, then it may also be considered by the core team when scoping a 1R and 2R project; however, safety enhancements should be deferred and completed with department resources or included in a programmed future project.

While it is not necessary to provide design exceptions for non-standard items throughout the scoping process, each safety concern should be documented.

'''Horizontal and Vertical Alignment'''

In general, the existing alignment is acceptable unless there is evidence of a site-specific safety concern related to horizontal curvature. The evidence may consist of:

*Pattern of curve-related crashes

*Skid marks

*Scarred trees

*Substantial edge-rutting

*Complaints from residents or local police

*Prevailing speeds 20 mph higher than posted speed

'''Intersection Sight Distance'''

In general, the existing intersection sight distance is acceptable unless there is evidence of a site-specific safety concern related to intersection sight distance. Where feasible, intersection sight triangles should be cleared of obstructions as much as the scope of the project or routine maintenance will allow.

'''Roadside Design'''

While it is desirable that roadsides immediately adjacent to the traveled way be free of fixed objects and non-traversable terrain features (see [[231.2 Clear Zones|EPG 231.2 Clear Zones]]), many existing roads were not designed or constructed with ''Roadside Design Guide'' considerations in mind. The clear zone concept in the ''Roadside Design Guide'' was later developed in the 1960s. As indicated above, roadside safety enhancement is only rarely within the scope of resurfacing (1R) or resurfacing and restoration (2R) projects, as these projects are focused on maintaining the surface condition of the roadway.

==128.3 Pavement Rehabilitation Projects – Non - Freeway Roadways==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement Rehabilitation Guide'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

The district prepares a [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] for all Resurfacing, Restoration and Rehabilitation (3R) projects on non-freeway roadways. All 3R projects are designed to certain [[media:128 3R Design Standards (Rural) 2013.docx|design criteria for rural]] and [[media:128 3R Design Criteria (Urban) Mar 10.doc|urban]] highways. These design criteria are '''only''' to be used for 3R projects. The values for urban highways apply to any portion of a 3R project located within the limits of a city or town. Justification for varying from these criteria must be submitted as a [[131.1 Design Exception Process|Design Exception]].

Approval and submittal of the 3R conceptual study report are detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].

===128.3.1 Project Information===

Any deficiencies, in addition to those included in the originally identified need, that require correction will be explained in the letter of transmittal.
[[image:128.3.2.jpg|right|325px]]
===128.3.2 Traffic Data===

The designer [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik requests traffic data] from Transportation Planning or the [http://tmshome/TMS/TMS.html TMS] database.

===128.3.3 Pavement Data===

Part I of the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] shall be submitted to Construction and Materials at an appropriate time that will allow 4 to 6 weeks for a pavement evaluation to be completed and the appropriate pavement solution(s) returned to the district. The Contruction and Materials pavement section will provide the district with practical rehabilition option(s) or the district may recommend a rehabilition option and submit it to the Construction and Materials Division pavement section for approval.

If the district elects to recommend a rehabilition option to Constrution and Materials pavement section for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.

If the distresses are such that the district is considering reconstruction for a given project, then Part I of the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] is also submitted to the Constructiion and Materials Division. However, a straight-line profile of the existing pavement for each direction of roadway is not required. The designer should allow 4 to 6 weeks for the evaluation to be completed and recommendations to be returned to the district.

The requirements of project scoping [[:Category:104 Scope|(EPG 104 Scope)]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping a project and actual construction, significant changes to pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inappropriate.

For these reasons, the original pavement rehabilitation strategy, provided with the 3R report, is reviewed once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in the pavement condition or other project data will be evaluated. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.

Should there be a need to change the recommended strategy, an approval process similar to that for the original 3R report will need to be followed for the revised strategy.

===128.3.4 Geometric Data===

The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.

===128.3.5 Accident Data, Safety Enhancements, and Access Management===

The accident data is obtained from the TMS database. The calculation for the project accident rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The designer carefully analyzes the accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, management of access, and the need for bicycle/pedestrian facilities are also discussed.

===128.3.6 Construction Sequence, Traffic Control, and Construction Incentives===

The 3R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.

===128.3.7 Project Cost Data===

The 3R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].

==128.4 Pavement Rehabilitation Projects for Freeways==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement Rehabilitation Guide'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
The district prepares a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] for all resurfacing, restoration, rehabilitation and reconstruction (4R) projects on interstates and freeways. Part I of the 4R Report is also needed for a pavement design thickness determination for any major route in which full depth reconstruction is being consdiered. Part I of the form is completed and submitted to the Construction and Materials Division, with a copy to the Design Division, in order to initiate the pavement rehabilitation analysis or pavement thickness dtermination.

Construction and Materials will issue a Pavement Type Selection (PTS) letter to the district and provide a copy to Design. Upon receipt of the PTS letter, the district will complete Part II of the form. The district will prepare an estimate of the paving and non-paving costs for each alternate provided in the PTS letter. The completed 4R report (Parts I and II) is submitted to the Design Division, with a copy to the Construction and Materials Division.

The submittal of the 4R report to the Design Division is accompanied, if necessary, by a request for any [[131.1 Design Exception Process|design exceptions]] that may be required for the project. All 4R projects are designed to current interstate design criteria (since the "4th R" stands for "reconstruction"). These criteria are found in the following EPG locations:

:[[230.1 Horizontal Alignment]]

:[[230.2 Vertical Alignment]]

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

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

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

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

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

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

Justification for varying from these criteria must be submitted as a design exception.

All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|"non-exempt" projects]] require federal oversight and require the approval of the conceptual study report by the FHWA. After review of the information and approval of the requested design exceptions by the State Design Engineer, the Design Division will submit Parts I and II of the 4R report, the rehabilitation analysis, and all costs (paving and non-paving) to FHWA for approval. Upon approval by FHWA, the Design Division will send copies of the approval letter to the district and Construction and Materials by the Design Division along with copies of the approved documents.

Design exceptions for non-exempt projects will also require approval of FHWA. Once approved by the State Design Engineer, the design liaison engineer will submit all design exceptions to FHWA for approval. After FHWA approval, the Design Division will forward a copy of the approved design exception to the district.

The requirements of [[:Category:104 Scope|EPG 104 Scope]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping of a project and actual construction, significant changes to the pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inapproporiate.

For these reasons, Construction and Materials is asked to review the original pavement rehabilitation strategy, provided with the 4R report, once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in project data or pavement condition is also provided. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.

Should there be a need to change the recommended strategy, an approval process similar to that for the original 4R report will need to be followed for the revised strategy. This may include re-submission to the FHWA, if applicable

===128.4.1 Project Information===

Any deficiencies, in addition to those included in the originally identified need, that require correction are explained in the letter of transmittal.

===128.4.2 Traffic Data===

The designer [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik requests traffic data] from Transportation Planning or the TMS database.

===128.4.3 Existing Pavement Data===

If the district elects to recommend a rehabilition option to Construction and Materials for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.

Any items that might restrict the addition of pavement thickness to the existing traveled way are noted. These might include drainage structures, curbing, median barriers, right of way restrictions, or other special conditions.

The [[media:128 Straight Line Profile of Exiting Pavement.pdf|straight line profile]] identifies the location of all bridges, including overpasses, by log mile and station, and indicates at each location the field measured vertical clearances. It also states if the bridge is to be used in place, rehabilitated or reconstructed. An [[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|example of a sketch]] showing existing lanes, additional lanes proposed under the project, and additional lanes programmed in the future is available. The width of the median and location of existing bridges, including overpasses, is also shown on this sketch. The location of each item is identified by log mile.

===128.4.4 Proposed Pavement Data===

The district submits proposed pavement data after the Construction and Materials Division has determined the rehabilitation method. If the district’s proposed pavement rehabilitation method is different than the one recommended by the Construction and Materials Division, justification must be provided.

===128.4.5 Geometric Data===

The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.

===128.4.6 Crash Data and Safety Enhancements===

The crash data is obtained from the TMS database. The calculation for the project crash rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The crash data included in Part II is used to determine whether a special surface needs to be applied to reduce the accident rate. The designer carefully analyzes the crash data. Any unusual circumstances are noted and recommendations for correction made. Safety enhancements such as guardrail or bridge modification, and the need for bicycle/pedestrian facilities are also discussed.

===128.4.7 Construction Sequence, Traffic Control, and Construction Incentives===

The 4R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.

===128.4.8 Project Cost Data===

The 4R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].

==128.5 Crash Rate Calculation==

A crash rate is calculated for each project and included in the conceptual study.

The formulas for the crash rates are:

===Segment Crash Rate===

:<math>\mbox{Segment Crash Rate}=\frac{\mbox{no. of crashes x 100,000,000}}
{\mbox{no. of yrs. x 365 x weighted ave. AADT x length in miles}}</math>

Range lengths of more than one mile should be used in the calculation, if practical. As seen in the rate calculation, an accident rate for a route less than one mile long will result in an artificially high crash rate.

The segment crash rate yields a result in crashes per hundred million vehicle miles traveled (HMVMT). The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.

===Intersection Crash Rate===

:<math>\mbox{Intersection Crash Rate}=\frac{\mbox{No. of crashes x 1,000,000}}
{\mbox{No. of years x 365 x Entering AADT}}</math>

The intersection crash rate yields a result in crashes per million entering vehicles. Entering AADT includes all legs of the intersection. The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.

==128.6 Basic Lighting==

Basic lighting is provided along the major road at any interchange within the limits of a 3R or 4R project that meets the warrants given in [[:Category:901 Lighting|EPG 901 Lighting]]. If warranted, basic lighting is shown as part of the scope of the project.

==128.7 Guardrail==

Criteria for upgrading guardrail are given in [[606.1 Guardrail|EPG 606.1 Guardrail]].

==128.8 Logical Termini==

All 3R and 4R projects must have logical termini.

==128.9 Documentation of Design Exceptions==

Documentation of [[131.1 Design Exception Process|design exceptions]] is necessary for the department to be able to defend itself from litigation. Litigation may take place many years after the actual construction and permanent documentation is necessary to determine the justification for design exceptions.

Design exceptions consist of items that vary from published MoDOT design criteria. In most cases the need for design exceptions are the result of the inability to reasonably meet the preferred design criteria specified in this document. However, there are occasions where the improvements will greatly exceed the normal criteria recommended for the type of improvement. These variations must also be documented through the design exception process. When there is doubt if a design exception is required, the design liaison engineer should be consulted.

The preferred design criteria for new construction on rural and urban highways, 3R and 4R projects are available in various EPG locations:

:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],
:[[:Category:232 Facility Selection|232 Facility Selection]],
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],
:[[:Category:234 Interchanges|234 Interchanges]],
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].

The criteria for proper access management can be found in MoDOT’s [[:Category:940 Access Management|Access Management Guidelines]]. On urban projects, turning lane width and whether the pavement is curbed or uncurbed are noted on this form. A Design Exception Information form is not required if all established design criteria are used.

==128.10 Conceptual Study Report Approval and Submittal==

The district engineer has the authority to approve all project specific details for projects that meet the requirements to use a conceptual study report, 3R conceptual study report or 4R conceptual study report. For projects requiring a location study/environmental report, the approval and submittal requirements are described in EPG 127. This approval by the district engineer is contingent upon the approval of any design exceptions by the State Design Engineer or approval by the FHWA.

All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects]] designated for federal involvement for conceptual reports on the PODI Matrix require approval of the conceptual study report by the FHWA. For these projects, the conceptual study report, regardless of the format, and any requested design exceptions are submitted to FHWA.

The submittal of a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual report] to FHWA is a specialized case. All other conceptual study reports are submitted to Design. For projects designated for federal involvement for design exceptions on the PODI Matrix, upon approval of the design exceptions by the State Design Engineer, Design will send a transmittal letter and necessary information to FHWA for review and approval of all design exceptions pertaining to the controlling criteria, as described in EPG 131. Upon receipt of FHWA approval, the Design Division will inform the district to proceed with the design of the project and forward a copy of the approval action and signed design exceptions.

Projects not listed for federal involvement for design exceptions on the PODI matrix and design exceptions not related to the controlling criteria, as described in EPG 131, do not require direct federal oversight and therefore are not submitted to FHWA for approval. The district engineer may approve the conceptual study report, 3R conceptual study report, or 4R conceptual study report for these projects. A copy of these reports is forwarded to Design. For those projects where a [[131.1 Design Exception Process|design exception]] is required the district engineer’s approval is also necessary. The district must submit a copy of the approved design exception to Design.

In both of these situations, the district will provide Design and Construction and Materials a copy of the approved conceptual study report.

==128.11 [[:Category:122 Aviation|Airports]]==

If a highway improvement is located within 2 miles (3 km) of an existing [[:Category:122 Aviation|airport]], a letter is submitted to the Design Division as directed in [[:Category:235 Preliminary Plans#235.8 Airports|EPG 235.8 Preliminary Plans]].

The notice and submittal requirements of Federal Aviation Regulation Part 77 shall be followed if any highway improvement is located near an airport. Notice criteria can be found online at [http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who]. Highway improvements located near airports shall also be coordinated with the Aviation Section in Multimodal Operations. The airspace filings can be submitted electronically through FAA’s website at https://oeaaa.faa.gov/oeaaaEXT/portal.jsp.

Particular attention is given to all types of signs, light poles, cranes, and large equipment that may require notice as outlined in F.A.R. Part 77. The names and locations of civil and private airports in Missouri can be obtained from the "Missouri Aeronautical Chart" available from the Aviation Section in Multimodal Operations.

==128.12 SEMA Flood Buyout Program==

The State Emergency Management Agency (SEMA) has the ability to place permanent deed restrictions on lands located in floodplains. [[127.21 Federal Emergency Management Agency (FEMA) Flood Buyout Properties|These restrictions]] require open space land usage only, no structures, roadways or fills are allowed. If a project encroaches on any deed restricted lands, an official with the city or county must be contacted to identify the exact location of the deed-restricted properties.

==128.13 Draft Project Scoping Documentation for System Expansion Projects==

The project manager completes the draft project scoping documentation following approval of the conceptual plan for Major Projects. The details of the documentation are found in [[:Category:104 Scope|EPG 104 Scope]].

Category:128 Conceptual Studies

2023-10-31T20:43:11Z

Legged1: /* 128.3.2 Traffic Data */ update link

{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"
|-
|'''Forms and Figures'''
|-
|[[media:Location Study Report.dotx|Location Study Report Format]]
|-
|[[media:Conceptual Study Report.dotx|Conceptual Study Report Format]]
|-
|[https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Report]
|-
|[[media:128 3R Design Standards (Rural) 2013.docx|3R - Rural Design Criteria]]
|-
|[[media:128 3R Design Criteria (Urban) Mar 10.doc|3R - Urban Design Criteria]]
|-
|[https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Report]
|-
|[https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx RES Form]
|-
|[[media:2023-03-6_RES_Instruction_Manual.docx|Instructions for RES Form]]
|-
|[http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 Form]
|-
|[http://epg.modot.org/forms/DE%202017%20Forms/DELiaison/131.1_Design_Exception.docx Design Exception]
|-
|[[:Category:231 Typical Section Elements for Roadways|Typical Roadway Sections]]
|-
|[[media:128 Straight Line Profile of Exiting Pavement.pdf|Straight Line Profile]]
|-
|[[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|Lane Diagram]]
|}

A conceptual study is used to coordinate MoDOT thinking on the improvements to be included in a project and to obtain approval of them as required. A conceptual study report is prepared for relatively small projects that provide specific improvements. The approved study is then used as the basis for further design. The format of the study is dependent on the proposed improvements.

A conceptual study consists of a written report that is presented in one of three formats. The [[media:Conceptual Study Report.dotx|basic format]] is used for projects containing geometric improvements. There are also two specialized report formats for projects that primarily consist of improvements to the driving surface and shoulders, with limited geometric improvements. These reports are the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R conceptual study report] (for resurfacing, restoration or rehabilitation of non-freeway roadways) and the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual study report] (for resurfacing, restoration, rehabilitation or reconstruction of interstate or freeway roadways).

As each project is developed, a conceptual study or a location/environmental study is required to document the direction that the core team is taking to address the identified transportation need. A conceptual study will provide sufficient documentation for the types of projects described below. However, more complex projects or those with a potential for greater environmental impacts will require the preparation of a location/environmental study. All projects are required to have a [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|safety assessment review]] through all phases of the project development process. The SAFER tool was developed to facilitate these discussions within the project development teams. The details for preparing a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] are available. In any case, each project that is developed requires the preparation of one of these types of report.

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement Rehabilitation Guide'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

==128.1 Conceptual Study Report==

The district prepares a conceptual study report, using the necessary format, for the following types of projects:

:Relatively small projects that provide specific improvements (i.e. signalization, lighting, signing, minor geometric revisions, etc.).

:Bridge replacement projects on rural low volume roads where it is obvious the only practical new location is at the existing location or adjacent to the existing corridor.
{| style="padding:0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"
|-
|'''CAP-X Worksheet'''
|-
|The [http://tsi.cecs.ucf.edu/index.php/cap-x Capacity Analysis for Planning of Junctions] is a tool that districts can use to consider alternative at-grade intersection types based upon peak flow volumes.
|}

:Projects environmentally classified as categorical exclusions [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.1 Categorical Exclusion|(CE)]].

:Projects pending classification as a categorical exclusion (CE2) must have the justification approved by FHWA, which results in a CE determination, prior to preparation of the conceptual study report. A [http://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot CE2 form] is available. (If the CE2 is determined by FHWA to be an [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.3.2 Environmental Assessment|EA]], a [[:Category:126 Location Study and Alternatives Analysis|Location Study and Alternative Analysis]] is required.)

For signalization projects, the conceptual study and preliminary signal layout may be combined in one submittal. Likewise, projects that provide preventative maintenance treatments or contracted level course applications to the pavement may only require the preparation of a combined conceptual study and preliminary plans.

There may be some CE or CE2 projects for which it is advisable to prepare a location study report rather than a conceptual study report. This should be considered in the case of a highly controversial project, or one in which two or more alternatives are being considered that would have different impacts on the community, such as locating an interchange. In this case, for a CE2 project, the [[:Category:126 Location Study and Alternatives Analysis|location study]] is prepared concurrently with the CE2 form to aid in FHWA determination for a CE or an EA classification.

Approximately 2 months prior to preparing a conceptual study report, the district fills out the electronic [[127.1 Request for Environmental Services|request for environmental services]] (RES) requesting project screening and early constraint identification. Preliminary screening may have been completed in order to obtain a CE classification from a CE2; however, it is necessary to request more detailed screening to complete the conceptual study report.

The conceptual study report describes the project purpose and identified need as well as the location and proposed improvements. The conceptual study report identifies the existing and proposed features of the project. It also explains any variations from the originally identified need.

Most generally a conceptual study report will be used to describe a simple bridge replacement project or other minor road construction project. In a few instances, a project that uses a conceptual study report format will have alternates being considered. In this case, all alternates considered should be documented in the conceptual study report in a manner similar to a location study report.

Accident data, safety enhancements, access management, how traffic will be handled during construction and the need for construction incentives are all discussed in the report. The accident data is obtained from the [http://tms/home/ Transportation Management System (TMS)]. The calculation for the [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|project accident rate]] is included. The designer carefully analyzes accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, access management, and the need for bicycle/pedestrian facilities are also discussed.

The conceptual study report will also discuss the disposition of the existing route. This discussion will document the anticipated disposition of all sections of the existing route in a manner similar to a location study report. A description of the available options for disposition is listed in [[236.14 Change in Route Status Report|EPG 236.14 Change in Route Status Report]].

All environmental work completed prior to the conceptual study report is summarized and included in the conceptual study report. The conceptual study report then discusses any unusual features or anticipated difficulties to be encountered with the project, such as known [[127.2 Historic Preservation and Cultural Resources|archaeological sites]], [[127.2 Historic Preservation and Cultural Resources|historic bridges]], [[127.4 Wetlands and Streams|wetlands]], [[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties|Section 4(f)]] or [[127.10 Section 4(f) Public Lands#127.10.2.1.2 Section 6(f) Properties|Section 6(f)]] lands, [[127.8 Hazardous and Solid Waste|hazardous waste sites]], or other environmental issues as provided by the Design Division.

The conceptual study report will contain a current estimate of the proposed costs of the improvements for each alternative. Details on the preparation of project estimates can be found in [[104.7 Estimates|EPG 104.7 Estimates]]. Current cost estimates, borrow information when required, and any other pertinent information to the project that is not covered elsewhere are also provided under the remarks section of the report.

A location sketch, plan sheet drawings, existing and proposed typical sections and other documents as necessary, are attached to show each alternative for the proposed improvement.

Following the signature of the preparer, a section is included for the recommendations or comments of the district engineer. If necessary to add more detail, the district engineer's comments may be submitted with a separate letter. Following that, signature and date lines are included to indicate the district engineer's approval of the study.

Preferred design criteria are contained in EPG articles:
:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],
:[[:Category:232 Facility Selection|232 Facility Selection]],
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],
:[[:Category:234 Interchanges|234 Interchanges]],
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].

Justification for varying from these standards must be submitted on a [[131.1 Design Exception Process|Design Exception Information Form]].

Approval and submittal of the conceptual study report is detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].

==128.2 Preventive Maintenance Projects (1R and 2R)==

Preventive maintenance projects usually consist of asphalt overlays with little to no additional work and generally fall into one of two categories:

*Resurfacing (1R): [[:Category:402 Bituminous Surface Leveling|Contract Leveling Course (CLC)]]. The contract leveling course program is intended to provide a smooth riding surface for lower volume roadways with existing low-type asphalt surfaces.

*Resurfacing and restoration (2R): Thin Hot Mix Asphalt Overlay. The highest type alternative available in the pavement preventive maintenance program for flexible pavements. Thin overlays protect the pavement structure, reduce the rate of pavement deterioration, correct surface discontinuities, reduce permeability and improve the ride quality of the pavement. A minor amount of structural enhancement can also be provided with this treatment.

Although 1R and 2R projects are eligible for federal funding, no conceptual study report is required. However, since there may be no additional activity in the project area for a number of years, the preventive maintenance project core team should audit the corridor to identify any safety concerns involving alignment, intersection sight distance and roadside obstacles. The findings of the project core team should be documented but need not be in a formal report.

If a safety concern is identified during the corridor audit, then the safety concern should be addressed if the project budget and scope can reasonably accommodate it. During the scoping of 1R and 2R projects, in evaluating whether a physical condition constitutes a safety concern, the designer should consider guidance provided in the ''Roadside Design Guide'' (RDG), if any, and the site specific characteristics of the roadway at issue, including the location of the object or area in relation to the roadway, traffic volume, traffic speed, geometry, and the crash history (including severity) involving the roadside object or area.

Similarly, if a safety enhancement opportunity is identified, then it may also be considered by the core team when scoping a 1R and 2R project; however, safety enhancements should be deferred and completed with department resources or included in a programmed future project.

While it is not necessary to provide design exceptions for non-standard items throughout the scoping process, each safety concern should be documented.

'''Horizontal and Vertical Alignment'''

In general, the existing alignment is acceptable unless there is evidence of a site-specific safety concern related to horizontal curvature. The evidence may consist of:

*Pattern of curve-related crashes

*Skid marks

*Scarred trees

*Substantial edge-rutting

*Complaints from residents or local police

*Prevailing speeds 20 mph higher than posted speed

'''Intersection Sight Distance'''

In general, the existing intersection sight distance is acceptable unless there is evidence of a site-specific safety concern related to intersection sight distance. Where feasible, intersection sight triangles should be cleared of obstructions as much as the scope of the project or routine maintenance will allow.

'''Roadside Design'''

While it is desirable that roadsides immediately adjacent to the traveled way be free of fixed objects and non-traversable terrain features (see [[231.2 Clear Zones|EPG 231.2 Clear Zones]]), many existing roads were not designed or constructed with ''Roadside Design Guide'' considerations in mind. The clear zone concept in the ''Roadside Design Guide'' was later developed in the 1960s. As indicated above, roadside safety enhancement is only rarely within the scope of resurfacing (1R) or resurfacing and restoration (2R) projects, as these projects are focused on maintaining the surface condition of the roadway.

==128.3 Pavement Rehabilitation Projects – Non - Freeway Roadways==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement Rehabilitation Guide'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

The district prepares a [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] for all Resurfacing, Restoration and Rehabilitation (3R) projects on non-freeway roadways. All 3R projects are designed to certain [[media:128 3R Design Standards (Rural) 2013.docx|design criteria for rural]] and [[media:128 3R Design Criteria (Urban) Mar 10.doc|urban]] highways. These design criteria are '''only''' to be used for 3R projects. The values for urban highways apply to any portion of a 3R project located within the limits of a city or town. Justification for varying from these criteria must be submitted as a [[131.1 Design Exception Process|Design Exception]].

Approval and submittal of the 3R conceptual study report are detailed in [[:Category:128 Conceptual Studies#128.10 Conceptual Study Report Approval and Submittal|EPG 128.10]].

===128.3.1 Project Information===

Any deficiencies, in addition to those included in the originally identified need, that require correction will be explained in the letter of transmittal.
[[image:128.3.2.jpg|right|325px]]
===128.3.2 Traffic Data===

The designer [https://modotgov.sharepoint.com/:b:/r/sites/tp/Shared%20Documents/Traffic%20Collection/Request%20Forms%20-%20Traffic%20Forecast%20-%20Road%20User%20Costs/Traffic%20Forecast%20Request%20Form.pdf?csf=1&web=1&e=G0Npik requests traffic data] from Transportation Planning or the [http://tmshome/TMS/TMS.html TMS] database.

===128.3.3 Pavement Data===

Part I of the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] shall be submitted to Construction and Materials at an appropriate time that will allow 4 to 6 weeks for a pavement evaluation to be completed and the appropriate pavement solution(s) returned to the district. The Contruction and Materials pavement section will provide the district with practical rehabilition option(s) or the district may recommend a rehabilition option and submit it to the Construction and Materials Division pavement section for approval.

If the district elects to recommend a rehabilition option to Constrution and Materials pavement section for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.

If the distresses are such that the district is considering reconstruction for a given project, then Part I of the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] is also submitted to the Constructiion and Materials Division. However, a straight-line profile of the existing pavement for each direction of roadway is not required. The designer should allow 4 to 6 weeks for the evaluation to be completed and recommendations to be returned to the district.

The requirements of project scoping [[:Category:104 Scope|(EPG 104 Scope)]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping a project and actual construction, significant changes to pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inappropriate.

For these reasons, the original pavement rehabilitation strategy, provided with the 3R report, is reviewed once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in the pavement condition or other project data will be evaluated. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.

Should there be a need to change the recommended strategy, an approval process similar to that for the original 3R report will need to be followed for the revised strategy.

===128.3.4 Geometric Data===

The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.

===128.3.5 Accident Data, Safety Enhancements, and Access Management===

The accident data is obtained from the TMS database. The calculation for the project accident rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The designer carefully analyzes the accident data. Any unusual circumstances are noted and recommendations for correction are proposed. Safety enhancements such as guardrail or bridge modification, management of access, and the need for bicycle/pedestrian facilities are also discussed.

===128.3.6 Construction Sequence, Traffic Control, and Construction Incentives===

The 3R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.

===128.3.7 Project Cost Data===

The 3R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].

==128.4 Pavement Rehabilitation Projects for Freeways==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement Rehabilitation Guide'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/Brf02013.pdf Summary 2003]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
The district prepares a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] for all resurfacing, restoration, rehabilitation and reconstruction (4R) projects on interstates and freeways. Part I of the 4R Report is also needed for a pavement design thickness determination for any major route in which full depth reconstruction is being consdiered. Part I of the form is completed and submitted to the Construction and Materials Division, with a copy to the Design Division, in order to initiate the pavement rehabilitation analysis or pavement thickness dtermination.

Construction and Materials will issue a Pavement Type Selection (PTS) letter to the district and provide a copy to Design. Upon receipt of the PTS letter, the district will complete Part II of the form. The district will prepare an estimate of the paving and non-paving costs for each alternate provided in the PTS letter. The completed 4R report (Parts I and II) is submitted to the Design Division, with a copy to the Construction and Materials Division.

The submittal of the 4R report to the Design Division is accompanied, if necessary, by a request for any [[131.1 Design Exception Process|design exceptions]] that may be required for the project. All 4R projects are designed to current interstate design criteria (since the "4th R" stands for "reconstruction"). These criteria are found in the following EPG locations:

:[[230.1 Horizontal Alignment]]

:[[230.2 Vertical Alignment]]

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

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

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

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

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

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

Justification for varying from these criteria must be submitted as a design exception.

All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|"non-exempt" projects]] require federal oversight and require the approval of the conceptual study report by the FHWA. After review of the information and approval of the requested design exceptions by the State Design Engineer, the Design Division will submit Parts I and II of the 4R report, the rehabilitation analysis, and all costs (paving and non-paving) to FHWA for approval. Upon approval by FHWA, the Design Division will send copies of the approval letter to the district and Construction and Materials by the Design Division along with copies of the approved documents.

Design exceptions for non-exempt projects will also require approval of FHWA. Once approved by the State Design Engineer, the design liaison engineer will submit all design exceptions to FHWA for approval. After FHWA approval, the Design Division will forward a copy of the approved design exception to the district.

The requirements of [[:Category:104 Scope|EPG 104 Scope]] cause identification of needs and the development of solutions to occur early in the project development process. Because of the time delay between scoping of a project and actual construction, significant changes to the pavement condition including accelerated pavement deterioration may occur which can make the original scoped pavement rehabilition strategy inapproporiate.

For these reasons, Construction and Materials is asked to review the original pavement rehabilitation strategy, provided with the 4R report, once the construction dollars for the project fall within one or two fiscal years beyond the current year of the STIP. Any significant changes in project data or pavement condition is also provided. The purpose of this review will be to ensure that the correct rehabilitation strategy is being used to address the pavement deficiency. This re-evaluation is conducted in a time frame that will allow any necessary adjustments to the estimated cost to occur prior to the inclusion of the construction funds in the current year of the STIP.

Should there be a need to change the recommended strategy, an approval process similar to that for the original 4R report will need to be followed for the revised strategy. This may include re-submission to the FHWA, if applicable

===128.4.1 Project Information===

Any deficiencies, in addition to those included in the originally identified need, that require correction are explained in the letter of transmittal.

===128.4.2 Traffic Data===

The designer requests [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx traffic data] from Transportation Planning or the TMS database

===128.4.3 Existing Pavement Data===

If the district elects to recommend a rehabilition option to Construction and Materials for approval, then the Strategic Highway Research Program manual (publication FHWA-RD-03-031) titled "Distress Identifications Manual for the Long-Term Pavement Performance Project" is used to describe the pavement distress. The pavement distress type and severity is documented. Any drainage issues are also documented. The amount of [[:Category:613 Pavement Repair|pavement repair]] is also estimated and included in the submittal.

Any items that might restrict the addition of pavement thickness to the existing traveled way are noted. These might include drainage structures, curbing, median barriers, right of way restrictions, or other special conditions.

The [[media:128 Straight Line Profile of Exiting Pavement.pdf|straight line profile]] identifies the location of all bridges, including overpasses, by log mile and station, and indicates at each location the field measured vertical clearances. It also states if the bridge is to be used in place, rehabilitated or reconstructed. An [[media:128 Lane Sketch of Existing Pavement and Proposed Lane Additions.pdf|example of a sketch]] showing existing lanes, additional lanes proposed under the project, and additional lanes programmed in the future is available. The width of the median and location of existing bridges, including overpasses, is also shown on this sketch. The location of each item is identified by log mile.

===128.4.4 Proposed Pavement Data===

The district submits proposed pavement data after the Construction and Materials Division has determined the rehabilitation method. If the district’s proposed pavement rehabilitation method is different than the one recommended by the Construction and Materials Division, justification must be provided.

===128.4.5 Geometric Data===

The horizontal alignment, vertical alignment, and other features of the highway section are compared to adjoining sections. Any items within the clear zone are listed. A [[131.1 Design Exception Process|design exception]], if necessary, is prepared and submitted for approval that reflects the minimum distance to objects in the clear zone.

===128.4.6 Crash Data and Safety Enhancements===

The crash data is obtained from the TMS database. The calculation for the project crash rate is shown in [[:Category:128 Conceptual Studies#128.5 Accident Rate Calculation|EPG 128.5]]. The crash data included in Part II is used to determine whether a special surface needs to be applied to reduce the accident rate. The designer carefully analyzes the crash data. Any unusual circumstances are noted and recommendations for correction made. Safety enhancements such as guardrail or bridge modification, and the need for bicycle/pedestrian facilities are also discussed.

===128.4.7 Construction Sequence, Traffic Control, and Construction Incentives===

The 4R report will contain a discussion of how the construction of the improvement will affect the existing traffic and any recommendations for the construction sequence that will minimize those impacts. A discussion of the traffic control that will be used during construction and the necessity for any construction incentives to shorten the time that normal traffic flow is disrupted is also included in the report.

===128.4.8 Project Cost Data===

The 4R report contains a current estimate of the proposed costs of the improvements. Details on the preparation of project estimates can be found in [[:Category:104 Scope|EPG 104 Scope]].

==128.5 Crash Rate Calculation==

A crash rate is calculated for each project and included in the conceptual study.

The formulas for the crash rates are:

===Segment Crash Rate===

:<math>\mbox{Segment Crash Rate}=\frac{\mbox{no. of crashes x 100,000,000}}
{\mbox{no. of yrs. x 365 x weighted ave. AADT x length in miles}}</math>

Range lengths of more than one mile should be used in the calculation, if practical. As seen in the rate calculation, an accident rate for a route less than one mile long will result in an artificially high crash rate.

The segment crash rate yields a result in crashes per hundred million vehicle miles traveled (HMVMT). The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.

===Intersection Crash Rate===

:<math>\mbox{Intersection Crash Rate}=\frac{\mbox{No. of crashes x 1,000,000}}
{\mbox{No. of years x 365 x Entering AADT}}</math>

The intersection crash rate yields a result in crashes per million entering vehicles. Entering AADT includes all legs of the intersection. The number of crashes is the total number of crashes in the study period. For conceptual reports a five-year study period is typically used, utilizing the last five full years of traffic crashes. The AADT and crash data are obtained from the TMS database maintained by Transportation Planning. The calculated crash rate is compared to the five-year average statewide rate for a similar class of highway as obtained from Transportation Planning or found in their Traffic Crash Statistics.

==128.6 Basic Lighting==

Basic lighting is provided along the major road at any interchange within the limits of a 3R or 4R project that meets the warrants given in [[:Category:901 Lighting|EPG 901 Lighting]]. If warranted, basic lighting is shown as part of the scope of the project.

==128.7 Guardrail==

Criteria for upgrading guardrail are given in [[606.1 Guardrail|EPG 606.1 Guardrail]].

==128.8 Logical Termini==

All 3R and 4R projects must have logical termini.

==128.9 Documentation of Design Exceptions==

Documentation of [[131.1 Design Exception Process|design exceptions]] is necessary for the department to be able to defend itself from litigation. Litigation may take place many years after the actual construction and permanent documentation is necessary to determine the justification for design exceptions.

Design exceptions consist of items that vary from published MoDOT design criteria. In most cases the need for design exceptions are the result of the inability to reasonably meet the preferred design criteria specified in this document. However, there are occasions where the improvements will greatly exceed the normal criteria recommended for the type of improvement. These variations must also be documented through the design exception process. When there is doubt if a design exception is required, the design liaison engineer should be consulted.

The preferred design criteria for new construction on rural and urban highways, 3R and 4R projects are available in various EPG locations:

:[[230.1 Horizontal Alignment|230.1 Horizontal Alignment]],
:[[230.2 Vertical Alignment|230.2 Vertical Alignment]],
:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]],
:[[:Category:232 Facility Selection|232 Facility Selection]],
:[[:Category:233 At - Grade Intersections|233 At-Grade Intersections]],
:[[:Category:234 Interchanges|234 Interchanges]],
:[[236.13 Designing Right of Way Plans|236.13 Designing for Right of Way]], and
:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage]].

The criteria for proper access management can be found in MoDOT’s [[:Category:940 Access Management|Access Management Guidelines]]. On urban projects, turning lane width and whether the pavement is curbed or uncurbed are noted on this form. A Design Exception Information form is not required if all established design criteria are used.

==128.10 Conceptual Study Report Approval and Submittal==

The district engineer has the authority to approve all project specific details for projects that meet the requirements to use a conceptual study report, 3R conceptual study report or 4R conceptual study report. For projects requiring a location study/environmental report, the approval and submittal requirements are described in EPG 127. This approval by the district engineer is contingent upon the approval of any design exceptions by the State Design Engineer or approval by the FHWA.

All [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects]] designated for federal involvement for conceptual reports on the PODI Matrix require approval of the conceptual study report by the FHWA. For these projects, the conceptual study report, regardless of the format, and any requested design exceptions are submitted to FHWA.

The submittal of a [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R conceptual report] to FHWA is a specialized case. All other conceptual study reports are submitted to Design. For projects designated for federal involvement for design exceptions on the PODI Matrix, upon approval of the design exceptions by the State Design Engineer, Design will send a transmittal letter and necessary information to FHWA for review and approval of all design exceptions pertaining to the controlling criteria, as described in EPG 131. Upon receipt of FHWA approval, the Design Division will inform the district to proceed with the design of the project and forward a copy of the approval action and signed design exceptions.

Projects not listed for federal involvement for design exceptions on the PODI matrix and design exceptions not related to the controlling criteria, as described in EPG 131, do not require direct federal oversight and therefore are not submitted to FHWA for approval. The district engineer may approve the conceptual study report, 3R conceptual study report, or 4R conceptual study report for these projects. A copy of these reports is forwarded to Design. For those projects where a [[131.1 Design Exception Process|design exception]] is required the district engineer’s approval is also necessary. The district must submit a copy of the approved design exception to Design.

In both of these situations, the district will provide Design and Construction and Materials a copy of the approved conceptual study report.

==128.11 [[:Category:122 Aviation|Airports]]==

If a highway improvement is located within 2 miles (3 km) of an existing [[:Category:122 Aviation|airport]], a letter is submitted to the Design Division as directed in [[:Category:235 Preliminary Plans#235.8 Airports|EPG 235.8 Preliminary Plans]].

The notice and submittal requirements of Federal Aviation Regulation Part 77 shall be followed if any highway improvement is located near an airport. Notice criteria can be found online at [http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who http://www.faa.gov/airports_airtraffic/airports/regional_guidance/central/construction/part77/#who]. Highway improvements located near airports shall also be coordinated with the Aviation Section in Multimodal Operations. The airspace filings can be submitted electronically through FAA’s website at https://oeaaa.faa.gov/oeaaaEXT/portal.jsp.

Particular attention is given to all types of signs, light poles, cranes, and large equipment that may require notice as outlined in F.A.R. Part 77. The names and locations of civil and private airports in Missouri can be obtained from the "Missouri Aeronautical Chart" available from the Aviation Section in Multimodal Operations.

==128.12 SEMA Flood Buyout Program==

The State Emergency Management Agency (SEMA) has the ability to place permanent deed restrictions on lands located in floodplains. [[127.21 Federal Emergency Management Agency (FEMA) Flood Buyout Properties|These restrictions]] require open space land usage only, no structures, roadways or fills are allowed. If a project encroaches on any deed restricted lands, an official with the city or county must be contacted to identify the exact location of the deed-restricted properties.

==128.13 Draft Project Scoping Documentation for System Expansion Projects==

The project manager completes the draft project scoping documentation following approval of the conceptual plan for Major Projects. The details of the documentation are found in [[:Category:104 Scope|EPG 104 Scope]].

617.1 Temporary Traffic Barriers

2023-10-24T17:46:47Z

Legged1: /* 617.1.3 Temporary Concrete Traffic Barrier End Treatments */ removed obsolete link

[[image:617.1.1 temp concrete traffic barrier.jpg|left|200px]]
Temporary traffic barrier prevents vehicles from entering the work area or to separate vehicles in temporary two-lane, two-way traffic on normally divided highways. The use of temporary traffic barrier instead of standard temporary traffic control measures is based on engineering judgment. However, temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans.

[[image:617.1 Temporary Concrete Traffic Barrier.jpg|right|250px|thumb|<center>'''Older Version of Temporary Concrete Traffic Barrier'''</center>]]

Barrier design has several critical components to perform properly:
:1) Lateral Deflection – The distance that the barrier travels laterally, after an impact, under the guidance of NCHRP 350 or MASH 2016.
:2) Buffer Area (Lateral) – Normally the area behind the barrier, equal to lateral deflection, that must be free of storage items (material, equipment, etc.) that may hinder the barrier’s crashworthiness.
:3) Minimum Deployment Length – Minimum length of barrier needed to perform as tested under NCHRP 350 or MASH 2016 criteria.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

At times, the placement of barriers may require a minimum buffer area, since many types of barriers can be anchored on asphalt and concrete pavements to reduce the lateral deflection. Bridge Division and the district core team shall determine and coordinate when anchoring barriers is needed on a particular project. If a particular barrier type and anchoring system is not specified, the plans shall provide guidance of the placement of barrier and the appropriate buffer area needed for the project.
<div id="When traffic barrier is required to be moved"></div>
'''Relocating Temporary Traffic Barrier'''

When traffic barrier is required to be moved as part of the staging or construction sequence proposed by MoDOT, the appropriate pay item for relocating temporary traffic barrier should be included. Use of the relocating pay item should be limited to the shifting of furnished barrier for traffic switches between phases, but in the same general area. In other words, relocation should only be used when the barrier can be reasonably picked up and re-set with a single piece of equipment. Conversely, if barrier must be loaded and trucked to a new location, separate payment should be provided for “furnishing” at the new location. For example, for a project with 3 bridge deck overlays that requires 600 feet of barrier per bridge, and the barrier must be shifted to the opposite side of centerline between phases, you would set up 1,800 feet of furnishing barrier and 1,800 feet of relocating barrier. This would be the case even if the contract disallowed the bridges to be worked on concurrently. This method is due to the fact that the cost to load and truck barrier is very near the cost of “furnishing”. Also, the summary of quantities table and traffic control plan should clearly demonstrate the designer’s intent for payment of “relocating” barrier vs. “furnishing” barrier (location, length, phase, etc.).

Contractors are not required to paint temporary concrete traffic barriers because delineators are used. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

An abbreviated description of several types of barriers are described below. For additional information and standard drawings refer to [http://www.modot.mo.gov/business/standards_and_specs/endterminals.htm End Terminal and Barrier Systems].

==617.1.1 Temporary Concrete Traffic Barrier – Type F==

The preferred installation method for temporary concrete traffic barrier is freestanding and requires a minimum 2 ft. buffer area behind the barrier to allow for lateral deflection into both work areas and lane separation situations. A buffer area is an unprotected or unshielded area. Freestanding installations when used near unprotected bridge decks (refer to project bridge plans) or open roadway excavations (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]) both require 3 ft. buffer area behind the barrier.

On projects where freestanding installations cannot be used and lateral deflection must be limited further, then tie-down straps system, anchor bolt system through deck, or anchor pin system shall be used. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].)

On projects with asphalt material tie-down straps system and anchor bolt system cannot be used because of the different bending abilities of the bolts when placed in asphalt compared to concrete. On these projects barriers may be installed with an asphalt barrier pin system as shown in Standard Plan 617.20. The use of asphalt pin system shall have a minimum of 2 in. of asphalt material on concrete and/or soil. The asphalt pad shall be a minimum of 30 in. wide through the pinned down area.

Projects may have freestanding barrier transition into anchored barriers or permanent barriers. The major concern of transitioning freestanding barriers into anchored/permanent barriers is pocketing the vehicle into the barrier system. Each transition situation has a specific design (refer to Standard Plan 617.20).

[http://www.modot.org/business/contractor_resources/biditemslisting.htm Pay items] are available for Temporary Traffic Barrier, Temporary Traffic Barrier Anchored and Stiffness Transition Section as well as pay items for relocating Temporary Traffic Barrier, Temporary Traffic Barrier Anchored and Stiffness Transition Section.

[[image:617.1 delineator.jpg|left|150px|thumb|<center>'''Delineators usually are at 50-ft. intervals'''</center>]]

==617.1.2 Alternative Temporary Traffic Barrier==

===617.1.2.1 10 ft. Cross Bolt Temporary Concrete Barrier===
The preferred installation method for this traffic barrier is freestanding and requires a minimum 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. When freestanding installations are used on unprotected bridge decks, a 27 in. buffer area shall be provided for roadway excavation edge drop-offs and equipment and material storage locations. At this time, the 10 ft. Cross Bolt Temporary Concrete Barrier does not have a anchoring system to further reduce the lateral deflection.

===617.1.2.2 30-foot Cross Bolt Temporary Concrete Barrier===
The preferred installation method for temporary concrete traffic barrier is freestanding and requires a minimum 19 in. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. When freestanding installations are used on unprotected bridge decks, a 19 in. buffer area shall be provided for roadway excavation edge drop-offs and equipment and material storage locations. At this time, the 30 ft. Cross Bolt Temporary Concrete Barrier does not have a anchoring system to further reduce the lateral deflection.

===617.1.2.3. Proprietary Temporary Traffic Barrier===
Proprietary temporary traffic barrier (PTTB) may be used in lieu of Type F temporary concrete traffic barrier. When PTTB is used for work areas or lane separation situations, the required buffer area shall be based upon the dynamic deflection exhibited in the manufacture’s crash testing results.

When freestanding installations are used on unprotected bridge decks, a buffer area shall be required based on the NCHRP 350 or MASH 2016 TL-3 dynamic lateral deflection roadway excavation edge drop-offs and equipment and material storage locations. NCHRP 350 or MASH 2016 TL-3 tested anchoring systems may be used to reduce the above buffer area, dependent on manufacturer’s recommendation.

===617.1.2.4 Water-Filled Barrier===
Besides being just a temporary traffic barrier, water-filled barriers (WFB) have been proven to be a channelization enhancement to the work zone. The core team may consider the use of WFB within urban areas.

The core team may consider using WFB as channelization enhancement to:
:a) Clearly define entrances and exits.
:b) Provide a separation between pedestrian and traveled way in areas of 45 mph or less. For higher speeds, a lateral deflection and buffer area review will be required for the separation of pedestrians and travel way.
:c) Define traffic lanes with a wall separating or keeping the traffic in the proper lanes.

Many WFB systems do not need an end treatment since the WFB system create their own work zone end treatment.

===617.1.2.5 Moveable Traffic Barrier System===
Moveable Traffic Barrier Systems (MTBS) are barrier segments that can be frequently transferred from one lane to another lane by way of a specialized machine. This system allows quick increases in the directional capacity of the roadway. The optimum use of the MTBS is when work zones will affect the number of lanes for commuting traffic.

Due to the expense, the core team shall perform a benefit/cost study for the use of the system. Since the MTBS use will be minimal, the use of the Moveable Traffic Barrier JSP will need to be inserted into the contract.

==617.1.3 Temporary Concrete Traffic Barrier End Treatments==
Exposed temporary concrete traffic barrier ends are treated in one of the following methods:

===617.1.3.1 Barrier Flare===
The barrier run may be flared to the limits of the clear zone. The existing shoulder slope or median slope may be too steep for this type of installation. If this is the case, temporary grading should be provided or a different end treatment should be used. The Roadside Design Guide contains recommended barrier placement in non-level medians. These guidelines also apply to outside shoulders.

===617.1.3.2 Barrier Height Transition===
A barrier height transition is designed to redirect traffic away from the blunt end of the barrier. A barrier height transition, as shown on [https://www.modot.org/media/16894 Standard Plan 617.20], is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility is 35 mph or less. When specified, quantities are calculated and shown on the plans.

===617.1.3.3 Crash Cushion===
Crash cushions are designed to absorb energy of an impacting vehicle and reduce the force on a passenger to an acceptable level. An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities. Sand barrels are discussed in [[:Category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]]. Applicable pay items are included in the plans. Special provisions are provided in the plans for non-standard devices. The types of crash cushions currently used are as follows:

*'''617.1.3.3.1 Impact Attenuators (Sand Barrels).''' This system consists of a group of freestanding sand barrels and is discussed in [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]].

*'''617.1.3.3.2 Work Zone Crash Cushions.''' These alternate crash cushions may be used when sufficient width is not available for sand barrels. These are typically used on the ends of temporary two-lane, two-way sections on divided highways. For temporary installations, refer to [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for a list of approved work zone crash cushions.
[[image:617.1.5 Maintenance concerns.jpg|right|125px|thumb|<center>'''Maintenance Concerns'''</center>]]

==617.1.4 Temporary Glare Screens==
Temporary glare screens in work zones consist of modular units installed on top of temporary concrete traffic barrier. Temporary glare screens prevent headlight glare. Glare screens may also be used to block the driver’s view of construction activities. Glare screens are not used where they could restrict driver visibility and sight distance. Use of these units are limited due to installation and maintenance concerns to areas where work zone activities could impact the flow of traffic, or geometrics could create a blinding effect on drivers. When specified, quantities are calculated and shown on the plans.

[[Category:617 Traffic Barrier]]

616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)

2023-10-23T13:44:21Z

Legged1: /* 616.6.2.2 Flags and Advance Warning Rail System on Signs */ updated per RR3779

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]
|}

'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
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|'''Videos of Sequential Lighting'''
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|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
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|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
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|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
|-
|align="center"|<b>Figure 616.6.87.1</b>
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Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]

616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)

2023-08-02T21:37:03Z

Legged1: /* 616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations */ corrected TA link

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.

Flag assemblies shall be used on the following signs (daytime only):
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
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|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
{| style="margin: 1em auto 1em auto"
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|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]
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'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
|-
|'''Videos of Sequential Lighting'''
|-
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
|-
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
|-
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
|-
|align="center"|<b>Figure 616.6.87.1</b>
|-
|}

Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]

616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)

2023-07-26T21:56:45Z

Legged1: /* 616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56) */ RR#3741

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.

Flag assemblies shall be used on the following signs (daytime only):
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
{| style="margin: 1em auto 1em auto"
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'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
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|'''Videos of Sequential Lighting'''
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|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
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|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
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|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
|-
|align="center"|<b>Figure 616.6.87.1</b>
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|}

Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]

121.1 Public Involvement and Decision-Making

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Legged1: removed outdated material RR#3669

Citizens have a say in how transportation dollars are spent. The most common way for [[104.8 Public Involvement in Project Scoping|citizens to be involved]] is through public meetings that MoDOT holds throughout the planning and [[:Category:138 Project Development Chronology|project development]] processes. These meetings are held in communities around the state specifically to gather input from the general public. MoDOT employees attend to explain what is going on, answer questions and seek comments. Citizens can also participate in advisory teams that MoDOT sometimes establishes to help guide a project’s development.

MoDOT also works closely with local officials to meet community needs. This doesn’t mean local officials will always get what they want; it means their opinions and issues will be considered. It also means they will understand the situation, and why in some cases, the answer must be no. Citizens have access to local planning organizations, city and county officials and elected officials to have a say in MoDOT’s decision-making process.

MoDOT focuses on involvement by local officials. These officials, who are elected by the general public, join to form regional boards of directors of [https://www.modot.org/missouri-metropolitan-planning-organizations Metropolitan Planning Organizations (MPOs)] and [https://www.modot.org/regional-planning-commissions Regional Planning Commissions (RPCs)]. MPOs represent urbanized areas with populations of more than 50,000. They are responsible for transportation planning within their areas. RPCs represent multi-county rural regions and coordinate regional local governments in transportation planning.

The public is involved by electing the local officials who comprise the RPC and MPO boards of directors and/or through direct contact with MoDOT, MPOs, RPCs or local officials.

The prioritization process structures decision-making and is primarily based on the categories in MoDOT’s funding distribution method. Each step in the planning and decision-making process includes [[:category:129 Public Involvement|opportunities for public involvement]]. Each district follows the same decision-making timetable for developing the construction program and involving the public.

[[Category:121 Project Planning, Prioritization and STIP Commitments|121.01]]

Category:121 Project Planning, Prioritization and STIP Commitments

2023-07-18T21:06:23Z

Legged1: removed outdated material RR#3669

Missouri has more transportation needs than money to address them. MoDOT works with planning partners to select the most critical transportation projects and focuses on the state’s highest-priority transportation needs. MoDOT effectively uses planning and decision-making to ensure Missouri’s limited transportation dollars are spent responsibly. MoDOT’s planning process is more open than ever before. Even though the overall steps in the planning process have not changed, the [[121.1 Public Involvement and Decision-Making|opportunities for public involvement]] at the local level have grown. The process now identifies where individual decisions are made and how local officials and citizens can most easily affect these decisions.
[[image:121 project planning.jpg|right|180px]]
Once a need has been adequately scoped and a project is developed to address it, there must be a way to determine how that project compares to other projects. Statewide consistency and regional representation are both very important to the prioritization process.

The planning framework relies on the right people being involved in making decisions and recognizes that transportation planning decisions can involve both objective and subjective criteria. Local officials, with input from their constituents, can also determine what is appropriate for their communities.

MoDOT’s transportation planning process is often referred to as the Planning Framework and culminates in the production of [[121.3 The Statewide Transportation Improvement Program (STIP)|the STIP]] that is MoDOT’s commitment to a 5-year construction program. The transportation planning process has [[121.4 Quality Assurance / Quality Control for Project Prioritization|quality assurances and quality control]].

616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)

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Legged1: /* 616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16) */ updated per RR#3671

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and Flagger Ahead signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Specific signs shall be enhanced with flags as listed below, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night. At the district’s discretion, additional signs within the work zone may be enhanced with flags, however such practice should be infrequent. For any flag assemblies used in contract work (FLAGGER SYMBOL and TRUCK CROSSING signs only), a note should be included on the plans designating the cost of the flags as being included in the cost of the sign. Flags shall not be of mesh material.

Flag assemblies shall be used on the following signs (daytime only):
:1. The first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) signs placed on the mainline roadway for [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.4 Short-Duration|short-duration operations]] (i.e., tasks < 30 minutes, such as litter pick-up or pothole patching). Most contract work operations exceed 30 minutes, thus, do not require flags on the ROAD/BRIDGE WORK AHEAD sign.
:2. Flagger Symbol (WO20-7) signs, regardless of the location within the work zone.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]
:3. TRUCK CROSSING (WO8-6) signs, regardless of the location within the work zone.

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10 DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6.jpg|left|130px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., chip seal, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [[616.8 Typical Applications (MUTCD 6H)#Begin-End of Project Signing|TA-50, Begin-End of Project Signing]].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, milling and paving or those with moving operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
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'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
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|'''Videos of Sequential Lighting'''
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|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
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|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
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|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
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|align="center"|<b>Figure 616.6.87.1</b>
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|}

Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]