617.1 Temporary Traffic Barriers - Revision history

Legged1: /* 617.1.3 Temporary Concrete Traffic Barrier End Treatments */ removed obsolete link

2023-10-24T17:46:47Z

617.1.3 Temporary Concrete Traffic Barrier End Treatments: removed obsolete link

← Older revision		Revision as of 12:46, 24 October 2023
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	==617.1.3 Temporary Concrete Traffic Barrier End Treatments==		==617.1.3 Temporary Concrete Traffic Barrier End Treatments==
	Exposed temporary concrete traffic barrier ends are treated in one of the following methods ~~(see [[media~~:~~616.1.2 Sign Spacing Device Spacing Apr 2011.pdf\|Figure 616.1.2]]).~~		Exposed temporary concrete traffic barrier ends are treated in one of the following methods:

	===617.1.3.1 Barrier Flare===		===617.1.3.1 Barrier Flare===

Legged1: update link

2022-08-24T15:07:27Z

update link

← Older revision		Revision as of 10:07, 24 August 2022
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	===617.1.3.2 Barrier Height Transition===		===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 [~~http~~://www.modot.~~mo.gov/business/standards_and_specs~~/~~documents~~/~~61710.pdf~~ Standard Plan 617.00], 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.		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===		===617.1.3.3 Crash Cushion===

Smithk: Per DE and TS, guidance now reflects that the use of non-MASH 2016 temporary traffic control devices barriers is being discontinued. All temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant.

2022-04-19T15:29:59Z

Per DE and TS, guidance now reflects that the use of non-MASH 2016 temporary traffic control devices barriers is being discontinued. All temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant.

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	Barrier design has several critical components to perform properly:		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.		: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.		: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 criteria.		: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.		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.
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	===617.1.2.3. Proprietary Temporary Traffic Barrier===		===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 ~~seperation~~ situations, the required buffer area shall be based upon the dynamic deflection exhibited in the manufacture’s crash testing results.		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 TL-3 ~~or TL-4~~ dynamic lateral deflection roadway excavation edge drop-offs and equipment and material storage locations. NCHRP 350 TL-3 ~~or TL-4~~ tested anchoring systems may be used to reduce the above buffer area, dependent on manufacturer’s recommendation.		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===		===617.1.2.4 Water-Filled Barrier===

Smithk: /* 617.1.3.3 Crash Cushion */ Per EPS, revision supports the reclassification in the QPL; revision also provides guidance on when WZ crash cushions are to be used and when to reference the QPL for approved devices. Sand barrels do not fit in every project and WZ crash cushions are the alternative.

2021-11-17T16:59:41Z

617.1.3.3 Crash Cushion: Per EPS, revision supports the reclassification in the QPL; revision also provides guidance on when WZ crash cushions are to be used and when to reference the QPL for approved devices. Sand barrels do not fit in every project and WZ crash cushions are the alternative.

← Older revision		Revision as of 11:59, 17 November 2021
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	*'''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)]].		*'''617.1.3.3.1 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 ~~Proprietary~~ 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~~, typically acceptable Type C crash cushions are the Quadguard-CZ and the ADIEM II. For more information~~, refer to [~~[606~~.~~1 Guardrail#606~~.~~1.3.2 Approved Crashworthy End Terminals\|EPG 606.1.3.2 Approved Crashworthy~~ End Terminals]].		*'''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>]]		[[image:617.1.5 Maintenance concerns.jpg\|right\|125px\|thumb\|<center>'''Maintenance Concerns'''</center>]]

Smithk: Per CM, DE and TS, added guidance on how to properly use Relocating Temporary Traffic Barrier pay item.

2020-07-15T18:49:55Z

Per CM, DE and TS, added guidance on how to properly use Relocating Temporary Traffic Barrier pay item.

← Older revision		Revision as of 13:49, 15 July 2020
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	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.		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>		<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, ~~irrespective~~ of the ~~distance~~.		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.		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.

Smithk: updated links

2019-01-14T13:47:47Z

updated links

← Older revision		Revision as of 08:47, 14 January 2019
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	[[image:617.1.1 temp concrete traffic barrier.jpg\|left\|200px]]		[[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 [~~http~~://www.modot.~~mo.gov/business/standards_and_specs~~/~~documents~~/~~61910.pdf~~ 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.		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>]]		[[image:617.1 Temporary Concrete Traffic Barrier.jpg\|right\|250px\|thumb\|<center>'''Older Version of Temporary Concrete Traffic Barrier'''</center>]]
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	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, irrespective of the distance.		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, irrespective of the distance.

	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 [~~http~~://www.modot.~~mo.gov/business/standards_and_specs~~/~~documents~~/~~61720.pdf~~ 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.		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].		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].
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	==617.1.1 Temporary Concrete Traffic Barrier – Type F==		==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 [~~http~~://www.modot.org/~~business~~/~~standards_and_specs/documents/61910.pdf~~ Standard Plan 619.10]) both require 3 ft. buffer area behind the barrier.		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 [~~http~~://www.modot.org/~~business~~/~~standards_and_specs/documents/61720.pdf~~ Standard Plan 617.20].)		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.		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.

Smithk: updated link

2016-06-09T15:16:49Z

updated link

← Older revision		Revision as of 10:16, 9 June 2016
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	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, irrespective of the distance.		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, irrespective of the distance.

	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 [http://www.modot.mo.gov/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20] and stated in [http://www.modot.~~mo.gov~~/business/standards_and_specs/~~Sec0617~~.pdf Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.		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 [http://www.modot.mo.gov/business/standards_and_specs/documents/61720.pdf 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].		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].

Smithk: /* 617.1.1 Temporary Concrete Traffic Barrier – Type F */Per TS, guidance for Temporary Concrete Traffic Barrier Standard Drawings now reflects recent crash studies.

2015-09-09T19:31:52Z

617.1.1 Temporary Concrete Traffic Barrier – Type F: Per TS, guidance for Temporary Concrete Traffic Barrier Standard Drawings now reflects recent crash studies.

← Older revision		Revision as of 14:31, 9 September 2015
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	==617.1.1 Temporary Concrete Traffic Barrier – Type F==		==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 in both work areas and lane separation situations. ~~When freestanding~~ installations ~~are~~ used on unprotected bridge decks or open roadway excavations~~, a 4~~ ft. buffer area ~~(measured from the center of gravity of~~ the barrier~~) shall be provided~~.		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 [http://www.modot.org/business/standards_and_specs/documents/61910.pdf Standard Plan 619.10]) both require 3 ft. buffer area behind the barrier.

	~~Concrete traffic barrier may~~ be ~~placed 6 in. from the edge of unprotected concrete bridge decks or concrete pavement with excavation drop-off if~~ tie-down straps ~~are used. On concrete bridge decks or pavement where lateral deflection cannot be tolerated~~, ~~the~~ bolt through deck ~~detail~~ or ~~epoxied bolt in deck or pavement detail~~ shall be used. (Refer to [http://www.modot.~~mo.gov~~/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20]).		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 [http://www.modot.org/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20].)

	On projects with asphalt material, tie-down straps~~, bolt through deck, or epoxied~~ bolt ~~anchoring systems~~ cannot be used because of the different bending abilities of the bolts when placed in asphalt compared to concrete. On these projects~~, where barriers are needed closer than 4 ft.,~~ barriers may be installed with an asphalt barrier pin ~~assembly to protect the traveling public~~ as shown in ~~[http://www~~.~~modot~~.org/business/standards_and_specs/documents/Temporary_Concrete_Traffic_Barrier_Asphalt_Tie_Down.pdf MoDOT's special sheet, Temporary Concrete Traffic Barrier (Tie-Down System on Asphalt)]. The asphalt pinned barriers can be placed within 6 in. of the edge of pavement. The use of asphalt pin ~~barriers~~ shall have a minimum of 2 in. of asphalt material on concrete and/or soil. The asphalt ~~bases~~ shall be a minimum of 30 in. wide through the pinned down area.		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.

	The ~~asphalt pin~~ barrier system has ~~transition areas that require the following:~~		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).
	~~:1) Buffer areas shall transition from~~ a ~~minimum of 48 in. behind the free standing section~~ to ~~24 in~~. ~~behind the pinned section~~.

	:~~2) 18 in~~. ~~of buffer area shall be provided behind an asphalt pinned barrier to either a permenant~~, ~~bolt through deck~~, ~~or epoxied bolt in deck barrier transition area~~.		[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.

	[http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm Pay items] are available for Type F, Type F with Anchoring Systems and Type F with Tie-Down Strap, as well as pay items for relocating Type F, Type F with Anchoring Systems and Type F with Tie-Down Strap.

	[[image:617.1 delineator.jpg\|left\|150px\|thumb\|<center>'''Delineators usually are at 50-ft. intervals'''</center>]]		[[image:617.1 delineator.jpg\|left\|150px\|thumb\|<center>'''Delineators usually are at 50-ft. intervals'''</center>]]

Smithk: Per Design, clarification to provide consistency in payment for relocating barrier wall and impact attenuators

2014-05-14T13:50:09Z

Per Design, clarification to provide consistency in payment for relocating barrier wall and impact attenuators

← Older revision		Revision as of 08:50, 14 May 2014
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	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.		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>

			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, irrespective of the distance.

	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 [http://www.modot.mo.gov/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20] and stated in [http://www.modot.mo.gov/business/standards_and_specs/Sec0617.pdf Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.		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 [http://www.modot.mo.gov/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20] and stated in [http://www.modot.mo.gov/business/standards_and_specs/Sec0617.pdf Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

	An abbreviated ~~discription~~ 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].		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==		==617.1.1 Temporary Concrete Traffic Barrier – Type F==

Smithk: /* 617.1.1 Temporary Concrete Traffic Barrier – Type F */ updated link

2013-03-29T17:48:23Z

617.1.1 Temporary Concrete Traffic Barrier – Type F: updated link

← Older revision		Revision as of 12:48, 29 March 2013
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	Concrete traffic barrier may be placed 6 in. from the edge of unprotected concrete bridge decks or concrete pavement with excavation drop-off if tie-down straps are used. On concrete bridge decks or pavement where lateral deflection cannot be tolerated, the bolt through deck detail or epoxied bolt in deck or pavement detail shall be used. (Refer to [http://www.modot.mo.gov/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20]).		Concrete traffic barrier may be placed 6 in. from the edge of unprotected concrete bridge decks or concrete pavement with excavation drop-off if tie-down straps are used. On concrete bridge decks or pavement where lateral deflection cannot be tolerated, the bolt through deck detail or epoxied bolt in deck or pavement detail shall be used. (Refer to [http://www.modot.mo.gov/business/standards_and_specs/documents/61720.pdf Standard Plan 617.20]).

	On projects with asphalt material, tie-down straps, bolt through deck, or epoxied bolt anchoring systems cannot be used because of the different bending abilities of the bolts when placed in asphalt compared to concrete. On these projects, where barriers are needed closer than 4 ft., barriers may be installed with an asphalt barrier pin assembly to protect the traveling public as shown in ~~Standard Drawing 617~~.~~20 or~~ MoDOT's ~~End Terminal and~~ Barrier ~~Systems website~~. The asphalt pinned barriers can be placed within 6 in. of the edge of pavement. The use of asphalt pin barriers shall have a minimum of 2 in. of asphalt material on concrete and/or soil. The asphalt bases shall be a minimum of 30 in. wide through the pinned down area.		On projects with asphalt material, tie-down straps, bolt through deck, or epoxied bolt anchoring systems cannot be used because of the different bending abilities of the bolts when placed in asphalt compared to concrete. On these projects, where barriers are needed closer than 4 ft., barriers may be installed with an asphalt barrier pin assembly to protect the traveling public as shown in [http://www.modot.org/business/standards_and_specs/documents/Temporary_Concrete_Traffic_Barrier_Asphalt_Tie_Down.pdf MoDOT's special sheet, Temporary Concrete Traffic Barrier (Tie-Down System on Asphalt)]. The asphalt pinned barriers can be placed within 6 in. of the edge of pavement. The use of asphalt pin barriers shall have a minimum of 2 in. of asphalt material on concrete and/or soil. The asphalt bases shall be a minimum of 30 in. wide through the pinned down area.

	The asphalt pin barrier system has transition areas that require the following:		The asphalt pin barrier system has transition areas that require the following: