Engineering_Policy_Guide - User contributions [en]

Category:753 Bridge Inspection Rating

2026-06-10T20:34:38Z

Hoskir:

{| style="margin-left:15px; font-size: 90%; border:1px solid #a2a9b1; text-align:left; background:#f8f9fa; cellpadding="0";" width="475px" align="right"
|-
| '''<u><center>Load Rating Summary Tables</center></u>'''
|-
|
|-
| <u><center>Locally Owned Detailed Summary Tables</center></u>
|-
| <u>LFD</u>
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Culvert]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - FloorSystem]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Multibeam]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Slab]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - ThruGirder]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Truss]
|-
| <u>LRFR</u>
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Culvert]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - FloorSystem]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Multibeam]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Slab]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - ThruGirder]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Truss]
|-
|
|-
| <u><center>State Owned Detailed Summary Tables</center></u>
|-
| <u>LFD</u>
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Culvert]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LFD Load Rating Summary Sheet - FloorSystem]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Multibeam]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Slab]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LFD Load Rating Summary Sheet - ThruGirder]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Truss]
|-
| <u>LRFR</u>
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Culvert]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - FloorSystem]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Multibeam]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Slab]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - ThruGirder]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Truss]
|-
|
|-
| <u><center>Simplified Summary Table for AASHTOWare Bridge Rating</center></u>
|-
| ● [https://epg.modot.org/forms/general_files/BR/Simple_Load_Rating_Summary_Sheet_for_BrR_Files.xlsx Simple Load Rating Summary Sheet for BrR Files]
|-
|
|-
| <u><center>Truck Listing</center></u>
|-
| ● [https://epg.modot.org/forms/general_files/BR/Truck_Listing_Non_AASHTOWare_Bridge_Rating_Models.pdf Truck Listing Non AASHTOWare Bridge Rating Models]
|}

The Bridge Inspection Rating guidance shall be used by MoDOT's internal staff, as well as consultants, contractors, local agencies and may be used by other department of transportation agencies as a reference. The guidance was developed to ensure uniformity in the inventory and appraisal of all bridges within the state of Missouri. It defines the general guidelines and processes of MoDOT's Non-State Bridge Inspection program along with giving specific load rating procedures for bridges in Missouri.

In case of conflict or apparent error the user should advise the State Bridge Office in Jefferson City.

The guidance is provided in Acrobat Reader format. To use the guidance as it is intended, you will need to download the Free Adobe [http://adobe.com/products/acrobat/readstep.html Adobe Acrobat Reader] from Adobe's web site.
----
{| class="wikitable" style="text-align:left"
|+ '''Bridge Inspection Rating Guidance'''
|- style="text-align:center"
! colspan="2" | [[media:Bridgetableofcontents.pdf|Table of Contents]]
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.1.pdf EPG 753.1 (Section 1)] || Bridge Inspection Rating Manual - NBI Organization and Responsibilities
|-
| [[media:Bridgesection 3.pdf|EPG 753.3 (Section 3)]] || align="left"|Inspection and Reporting Aids
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.4.pdf EPG 753.4 (Section 4)] || Bridge Inspection Rating Manual - Inspection Policy
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.8.pdf EPG 753.8 (Section 8)] || Bridge Inspection Rating Manual - Inspection Program Quality Measures
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.15.pdf EPG 753.15 (Section 15)] || Bridge Inspection Rating Manual - Load Rating Policy
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.20.pdf EPG 753.20 (Section 20)] || Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri
|-
| colspan="2" | [https://epg.modot.org/forms/general_files/BR/1995_FHWA_NBI_Coding.pdf 1995 FHWA NBI Coding Guide]
|}

If you have any questions or comments regarding this guidance please email the Bridge Management Engineer at [mailto:BRINV@modot.mo.gov BRINV@modot.mo.gov].

{| style="font-size: 90%; border:1px solid #a2a9b1; text-align:left; background:#f8f9fa; cellpadding="0";" width="460px" align="left"
|-
| '''<u><center>Forms</center></u>'''
|-
| ● [https://epg.modot.org/forms/general_files/BR/State_FAR_Form_EPG_753.4.4.docx Bridge Inspection Finding That Requires Follow-up Action(FAR) Form]
|-
| ● [https://epg.modot.org/forms/general_files/BR/Nonstate_CIF_Form_EPG_753.4.3.docx Nonstate System Structure Inspections Critical Inspection Finding Form]
|-
| ● [https://epg.modot.org/forms/general_files/BR/PIN_Form_EPG_753.4.5.docx Posting Issue Notification Form]
|-
| ● [https://epg.modot.org/forms/general_files/BR/SIA_Fillable_Form_EPG_753.xlsx SIA Form SNBI Format]
|-
| ● [https://epg.modot.org/forms/general_files/BR/State_CIF_Form_EPG_753.4.3.docx State System Structure Inspections Critical Inspection Finding Form]
|}

Category:753 Bridge Inspection Rating

2026-06-10T20:30:04Z

Hoskir:

{| style="margin-left:15px; font-size: 90%; border:1px solid #a2a9b1; text-align:left; background:#f8f9fa; cellpadding="0";" width="475px" align="right"
|-
| '''<u><center>Load Rating Summary Tables</center></u>'''
|-
|
|-
| <u><center>Locally Owned Detailed Summary Tables</center></u>
|-
| <u>LFD</u>
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Culvert]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - FloorSystem]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Multibeam]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Slab]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - ThruGirder]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Truss]
|-
| <u>LRFR</u>
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Culvert]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - FloorSystem]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Multibeam]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Slab]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - ThruGirder]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Truss]
|-
|
|-
| <u><center>State Owned Detailed Summary Tables</center></u>
|-
| <u>LFD</u>
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Culvert]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LFD Load Rating Summary Sheet - FloorSystem]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Multibeam]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Slab]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LFD Load Rating Summary Sheet - ThruGirder]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Truss]
|-
| <u>LRFR</u>
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Culvert]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - FloorSystem]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Multibeam]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Slab]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - ThruGirder]
|-
| • [https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Truss]
|-
|
|-
| <u><center>Simplified Summary Table for AASHTOWare Bridge Rating</center></u>
|-
| • [https://epg.modot.org/forms/general_files/BR/Simple_Load_Rating_Summary_Sheet_for_BrR_Files.xlsx Simple Load Rating Summary Sheet for BrR Files]
|-
|
|-
| <u><center>Truck Listing</center></u>
|-
| • [https://epg.modot.org/forms/general_files/BR/Truck_Listing_Non_AASHTOWare_Bridge_Rating_Models.pdf Truck Listing Non AASHTOWare Bridge Rating Models]
|}

The Bridge Inspection Rating guidance shall be used by MoDOT's internal staff, as well as consultants, contractors, local agencies and may be used by other department of transportation agencies as a reference. The guidance was developed to ensure uniformity in the inventory and appraisal of all bridges within the state of Missouri. It defines the general guidelines and processes of MoDOT's Non-State Bridge Inspection program along with giving specific load rating procedures for bridges in Missouri.

In case of conflict or apparent error the user should advise the State Bridge Office in Jefferson City.

The guidance is provided in Acrobat Reader format. To use the guidance as it is intended, you will need to download the Free Adobe [http://adobe.com/products/acrobat/readstep.html Adobe Acrobat Reader] from Adobe's web site.
----
{| class="wikitable" style="text-align:left"
|+ '''Bridge Inspection Rating Guidance'''
|- style="text-align:center"
! colspan="2" | [[media:Bridgetableofcontents.pdf|Table of Contents]]
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.1.pdf EPG 753.1 (Section 1)] || Bridge Inspection Rating Manual - NBI Organization and Responsibilities
|-
| [[media:Bridgesection 3.pdf|EPG 753.3 (Section 3)]] || align="left"|Inspection and Reporting Aids
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.4.pdf EPG 753.4 (Section 4)] || Bridge Inspection Rating Manual - Inspection Policy
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.8.pdf EPG 753.8 (Section 8)] || Bridge Inspection Rating Manual - Inspection Program Quality Measures
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.15.pdf EPG 753.15 (Section 15)] || Bridge Inspection Rating Manual - Load Rating Policy
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.20.pdf EPG 753.20 (Section 20)] || Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri
|-
| colspan="2" | [https://epg.modot.org/forms/general_files/BR/1995_FHWA_NBI_Coding.pdf 1995 FHWA NBI Coding Guide]
|}

If you have any questions or comments regarding this guidance please email the Bridge Management Engineer at [mailto:BRINV@modot.mo.gov BRINV@modot.mo.gov].

{| style="font-size: 90%; border:1px solid #a2a9b1; text-align:left; background:#f8f9fa; cellpadding="0";" width="475px" align="left"
|-
| '''<u><center>Forms</center></u>'''
|-
| • [https://epg.modot.org/forms/general_files/BR/State_FAR_Form_EPG_753.4.4.docx Bridge Inspection Finding That Requires Follow-up Action(FAR) Form]
|-
| • [https://epg.modot.org/forms/general_files/BR/Nonstate_CIF_Form_EPG_753.4.3.docx Nonstate System Structure Inspections Critical Inspection Finding Form]
|-
| • [https://epg.modot.org/forms/general_files/BR/PIN_Form_EPG_753.4.5.docx Posting Issue Notification Form]
|-
| • [https://epg.modot.org/forms/general_files/BR/SIA_Fillable_Form_EPG_753.xlsx SIA Form SNBI Format]
|-
| • [https://epg.modot.org/forms/general_files/BR/State_CIF_Form_EPG_753.4.3.docx State System Structure Inspections Critical Inspection Finding Form]
|}

Category:753 Bridge Inspection Rating

2026-06-10T19:05:41Z

Hoskir:

{| style="margin-left:15px; font-size: 95%; border:1px solid #a2a9b1; text-align:left; background:#f8f9fa; cellpadding="0";" width="475px" align="right"
|- style="height: 30px;"
| '''<u><center>Load Rating Summary Tables</center></u>'''
|-
|
|-
|<u><center>Locally Owned Detailed Summary Tables</center></u>
|-
|<u>LFD</u>
|-
| *[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Culvert]
|-
| *[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - FloorSystem]
|-
| *[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Multibeam]
|-
| *[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Slab]
|-
| *[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - ThruGirder]
|-
| *[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Truss]
<u>LRFR</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Truss]
<br>
<u><center>State Owned Detailed Summary Tables</center></u>
<u>LFD</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LFD Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LFD Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Truss]
<u>LRFR</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Truss]
<br>
<u><center>Simplified Summary Table for AASHTOWare Bridge Rating</center></u>
*[https://epg.modot.org/forms/general_files/BR/Simple_Load_Rating_Summary_Sheet_for_BrR_Files.xlsx Simple Load Rating Summary Sheet for BrR Files]
<br>
<u><center>Truck Listing</center></u>
*[https://epg.modot.org/forms/general_files/BR/Truck_Listing_Non_AASHTOWare_Bridge_Rating_Models.pdf Truck Listing Non AASHTOWare Bridge Rating Models]
|}

<div style="float: right; margin-right:0px; width:450px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left; border-radius:3px; font-size: 90%;">
'''<u><center>Load Rating Summary Tables</center></u>'''
</br>
<u><center>Locally Owned Detailed Summary Tables</center></u>
<u>LFD</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LFD Load Rating Summary Sheet - Truss]
<u>LRFR</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_Locally_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed Locally Owned LRFR Load Rating Summary Sheet - Truss]
</br>
<u><center>State Owned Detailed Summary Tables</center></u>
<u>LFD</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LFD Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LFD Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LFD_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LFD Load Rating Summary Sheet - Truss]
<u>LRFR</u>
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Culvert.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Culvert]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_FloorSystem.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - FloorSystem]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Multibeam.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Multibeam]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Slab.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Slab]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_ThruGirder.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - ThruGirder]
*[https://epg.modot.org/forms/general_files/BR/Detailed_State_Owned_LRFR_Load_Rating_Summary_Sheet_Truss.xlsx Detailed State Owned LRFR Load Rating Summary Sheet - Truss]
</br>
<u><center>Simplified Summary Table for AASHTOWare Bridge Rating</center></u>
*[https://epg.modot.org/forms/general_files/BR/Simple_Load_Rating_Summary_Sheet_for_BrR_Files.xlsx Simple Load Rating Summary Sheet for BrR Files]
</br>
<u><center>Truck Listing</center></u>
*[https://epg.modot.org/forms/general_files/BR/Truck_Listing_Non_AASHTOWare_Bridge_Rating_Models.pdf Truck Listing Non AASHTOWare Bridge Rating Models]
</div>

The Bridge Inspection Rating guidance shall be used by MoDOT's internal staff, as well as consultants, contractors, local agencies and may be used by other department of transportation agencies as a reference. The guidance was developed to ensure uniformity in the inventory and appraisal of all bridges within the state of Missouri. It defines the general guidelines and processes of MoDOT's Non-State Bridge Inspection program along with giving specific load rating procedures for bridges in Missouri.

In case of conflict or apparent error the user should advise the State Bridge Office in Jefferson City.

The guidance is provided in Acrobat Reader format. To use the guidance as it is intended, you will need to download the Free Adobe [http://adobe.com/products/acrobat/readstep.html Adobe Acrobat Reader] from Adobe's web site.

----

{| style="margin:1em auto 1em auto" border="1" class="wikitable" align="center" style="text-align:center"
|+ '''Bridge Inspection Rating Guidance'''
| [[media:Bridgetableofcontents.pdf|Table of Contents]] ||style="background:#99FFFF"|
|-
| [[media:Bridgesection1english.pdf|EPG 753.1 (Section 1)]] || align="left"|Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation's Bridges
|-
| [[media:Bridgesection 2.pdf|EPG 753.2 (Section 2)]] || align="left"|Critical Inspection Findings Missouri Bridge and Culvert Rating Guidelines Figures
|-
| [[media:Bridgesection 3.pdf|EPG 753.3 (Section 3)]] || align="left"|Inspection and Reporting Aids
|-
| EPG 753.4 (Section 4)|| align="left"|See Section 15 (formerly Rating Off-System Bridges)
|-
| [[media:Bridgesection 5.pdf|EPG 753.5 (Section 5)]] || align="left"|Inspection of Fracture Critical Bridge Members
|-
| [[media:Bridgesection 6.pdf|EPG 753.6 (Section 6)]] || align="left"|Legal Aspects of Public Work
|-
| [[media:Bridgeappendix.pdf|EPG 753.7 Appendix]] || align="left"|Various Forms and Figures
|-
| [https://epg.modot.org/forms/general_files/BR/EPG_753.15_(Section_15).pdf EPG 753.15 (Section 15)] || align="left"|Bridge Inspection Rating Manual
|-
| [[media:EPG_753.20.pdf|EPG 753.20 (Section 20)]] || align="left"|Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri
|}
If you have any questions or comments regarding this guidance please email the Bridge Management Engineer at [mailto:BRINV@modot.mo.gov BRINV@modot.mo.gov].

{| align="left"
|-
| [[Image:753 800 Bridge PR.jpg|192px]] || [[Image:753 Bridge photo.jpg|170px]] || [[Image:753 Pubic Mtg.gif|195px]] || [[Image:753 Ratings Graph.gif|205px]]
|}

751.37 Drilled Shafts

2026-01-15T17:22:07Z

Hoskir: fixed math errors

==751.37.1 General==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1 General|Commentary for EPG 751.37.1 General''']]
|}
These guidelines address procedures for design of drilled shafts used as foundations for bridge piers, bridge abutments, roadway signs, and other miscellaneous structures. The guidelines were established following load and resistance factor design (LRFD) concepts. The provisions provided herein are intended to produce foundations that achieve target reliabilities established by MoDOT for structures of different operational importance. The four classes of operational importance include minor or low volume route, major route, major bridge costing less than $100 million, and major bridge costing greater than $100 million. Additional background regarding development of these provisions and supportive information regarding use of these provisions is provided in the accompanying commentary.

Drilled shafts can be an economical alternative to spread footing or driven pile foundations. They can be constructed in a wide variety of soil and rock conditions and designed to support a wide range of loading conditions. Drilled shafts should be considered:

:* To accommodate sites where depth to bedrock is too short for pile embedment but too deep for spread footings.

:* For large design loads. (Eliminates the need for large quantities of piles).

:* To provide resistance against large lateral and uplift loads.

:* To eliminate the need for cofferdams.

:* To provide protection against scour.

:* To accommodate concerns associated with the effects of pile driving (e.g. vibrations or interference with battered piles).

:* When obstructions or other conditions may make pile driving difficult.

:* To provide resistance to settlement when displacement tolerances are small.

===751.37.1.1 Dimensions and Nomenclature===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.1 Dimensions and Nomenclature|Commentary for EPG 751.37.1.1 Dimensions and Nomenclature''']]
|}

Dimensions to be established in design include the overall length of the shaft and the shaft diameter. For shafts that will be socketed into bedrock, the length and diameter of the rock socket must also be established. Table 751.37.1.1 defines the nomenclature used for these dimensions and provides relevant minimum and/or maximum values for the respective dimensions.

====<center>''Table 751.37.1.1 Summary of drilled shaft dimensions with minimum and maximum values''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment
|-
|D|| Nominal shaft diameter (Overall)||align="center"| 18”<sup>'''1'''</sup>||align="center"| --|| Min. 6” increments
|-
|L|| Length of shaft (Overall) ||align="center"|-- ||align="center"|-- ||--
|-
|D<sub>s</sub>'''<sup>4</sup>'''||Nominal socket diameter||align="center"|-- ||align="center"|--<sup>'''2'''</sup>||Min. 6” increments
|-
|L<sub>s</sub>'''<sup>4</sup>'''||Length of rock socket||align="center"| D<sub>s</sub>'''<sup>3, 5</sup>'''||align="center"| --|| --
|-
|colspan="5"|<sup>'''1'''</sup> Shaft diameter shall be at least 6” greater than column diameter when shaft is directly connected to the column and not a footing cap or bent cap.
|-
|colspan="5"|<sup>'''2'''</sup> Sockets installed through casing shall have diameters 6” less than the outside diameter of the casing.
|-
|colspan="5"|<sup>'''3'''</sup> Minimum rock socket length L<sub>s</sub> ≥ D<sub>s</sub> shall be measured from the anticipated tip of the casing.
|-
|colspan="5"|<sup>'''4'''</sup> The dimensions “D<sub>s</sub>” and “L<sub>s</sub>” are not explicitly used in any of the design equations that follow in favor of generally referring to the diameter of any segment of an overall shaft as “D” which can be a rock socket segment. This is not entirely true for the dimension “L<sub>s</sub>” which is explicitly used as part of a settlement design equation that follows. Judicial use of the appropriate segment and use of the appropriate diameter and length of a segment is implicit to the correct use of the design equations that follow. (See [[#751.37.2 General Design Procedure and Limit States|EPG 751.37.2 General Design Procedure and Limit States]].)
|-
| colspan="5" | <sup>'''5'''</sup> See [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]
|}

The length to diameter ratio of drilled shafts should generally be in the following range: 3 ≤ L/D ≤ 30

The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.

===751.37.1.2 Materials===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]
|}

Concrete used for drilled shaft construction shall be Class B-2 concrete with minimum compressive strength, <math>f^'_c</math> = 4 ksi.

===751.37.1.3 Casing===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]
|}

All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction unless conditions are such that the shafts can be more effectively and reliably constructed without casing or using temporary casing. Welded or seamless steel permanent casing shall be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 701]. Approval from the MoDOT Geotechnical Section is required for use of temporary casing or uncased shafts with or without drilling slurry.

Rock sockets shall be uncased.

Permanent Casing Thickness Design and Plan Reporting:

:Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.

:All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.

:For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.

===751.37.1.4 General Design Considerations===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.4 General Design Considerations|Commentary for EPG 751.37.1.4 General Design Considerations''']]
|}

The following issues shall be considered for design of drilled shafts:

''Scour ''

The potential for scour and its effect on the axial and lateral strength and serviceability of drilled shafts shall be investigated.

''Ground Water ''

The effects of variable ground water levels and buoyancy shall be taken into account in evaluating drilled shaft strength and serviceability limit states.

''Downdrag ''

Downdrag shall be considered when strength and serviceability are evaluated. For drilled shafts socketed into rock and overlain with soil that has the potential to settle, downdrag shall be considered as an applied load and predicted according to LRFD 3.11.8. Downward movements of 0.1 to 0.5 in. are enough to mobilize full downdrag. The top 5 ft. and a bottom length equal to the shaft diameter shall not be included in calculating downdrag. Allowance shall be given for an increase in the undrained shear strength of the soil within compressible strata as consolidation occurs.

''Uplift ''

The effects of uplift shall be considered for drilled shafts in cohesive soils, not socketed into rock.

''Group Effects ''

Shafts designed with relatively close spacing shall be evaluated considering group effects. Specific methods and modifications to account for group effects differ according to the soil/rock type that the shaft is founded within as provided in EPG 751.37.3.9.

The redundancy factor ''η<sub>R</sub>'' from LRFD 1.3.4 shall not be applied for design of drilled shafts.

===751.37.1.5 Related Provisions===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]
|}
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.

===751.37.1.6 Drilled Shaft General Detail Considerations===
[[image:751.37.1.6 01.png|700px|center]]
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.

''Notes:''
::(1) Number of pipes (equally spaced) for Sonic Logging Testing:
::::::Diameter ≤ 2.5 ft: 2 pipes
::::::Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes
::::::Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes
::::::Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes
::::::Diameter >8.0 ft: 6 pipes
::::Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).
::::See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements and alternatives.
::::When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.
::::See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).
::(2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length].
::(3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.
::(4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])
|-
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]
|}

</center>

==751.37.2 General Design Procedure and Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]
|}
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied.

The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.

'''Guidance'''

There are three major types of drilled shaft construction that influence how a drilled shaft is designed. MoDOT exclusively designs and details drilled shafts with permanent casing and rock sockets as given as Case No. 1. The two cases that follow are rare and require the recommendation or approval of the Geotechnical Section and shall be shown on the plans. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].

:1. Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT projects unless otherwise allowed by the Geotechnical Section. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment.).

:2. Permanently cased or temporarily cased or uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.

:3. Temporarily cased or uncased shaft through soil with a reduced or same shaft diameter for soil than/and for rock socket respectively. For axial loading and settlement computations use the appropriate diameter and length of shaft as the case may be for the design segment under investigation.

Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.

Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).

Recommendation or approval from the Geotechnical Section is required for use of temporary casing or uncased shafts with or without drilling slurry.

Note on Definitions:

:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock.

:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.

==751.37.3 Design for Axial Loading at Strength Limit State==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]
|}
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1
|}

where:

:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),

:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and

:<math>\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).

Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.

The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary or permanent casing, or at top of rock socket), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2
|}

where:
:''n'' = number of shaft segments,

:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress),

:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area),

:<math>\phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless),

:''<math>q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress),

:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and

:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length).

<math>\phi_{qs-i}</math> and ''<math>q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment.

Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.

The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3
|}

where:

:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),

:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),

:<math>\phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless),

:''<math>q_p </math>''= nominal unit tip resistance (consistent units of stress), and

:''D'' = shaft diameter at the tip of the shaft (consistent units of length).

<math>\phi_{qp}</math> and ''<math>q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft.

Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:

:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf;

:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf;

:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot;

:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows;

:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf;

:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and

:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.

Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.

===751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (qu ≥ 100 ksf')|'''Commentary for EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)''''']]
|}
'''Side Resistance for Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)'''''

The nominal unit side resistance for shaft segments located in rock shall be computed as a function of the mean uniaxial compressive strength of the intact rock according to (Horvath and Kenney, 1979)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \Bigg(0.95 \cdot \sqrt {\overline q_u} < 17.5 \cdot \sqrt{f'_c}\Bigg)\alpha_E</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.4
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf),

:<math>\overline q_u</math> = mean value of uniaxial compressive strength of rock core along the shaft segment (ksf), and

:<math>f^'_c</math> = compressive strength of concrete (ksi).

:''α<sub>E</sub>'' = factor to account for discontinuities in the rock

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub> )'' determined according to the provisions of this article shall be established from Figure 751.37.3.1.1 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Values for <math>f^'_c</math> shall be estimated based on the expected concrete compressive strength for the shaft.

The nominal unit side resistance predicted using Equation 751.37.3.4 shall be limited to a maximum value of <math>17.5 \cdot \sqrt{f'_c}</math> ksf where <math>f^'_c</math> is input in units of ksi. This limit corresponds to 35 ksf for concrete with <math>f^'_c</math> = 4 ksi.

[[image:751.37.3.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.1.1 Resistance factors for unit side resistance of drilled shafts in rock from uniaxial compression tests on intact rock core. '''</center>]]

A factor α<sub>E</sub> to account for discontinuities in the rock following O’Neill and Reese (1999) shall be used to reduce the nominal unit side resistance calculated by equation 751.37.3.4. The reduction factor shall only be applied to rock with recovery ratios less than 80% and RQD less than 50. Interpolation may be used. The reduction factor shall be determined and included as part of the nominal unit side resistance by the Geotechnical Section.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 751.37.3.1.1 (Modified after O’Neill and Reese, 1999)'''''
! style="background:#BEBEBE" rowspan="2" width="100"|RQD!!style="background:#BEBEBE" colspan="2"| α<sub>E</sub>
|-
!style="background:#BEBEBE" |Closed Joints!!style="background:#BEBEBE"| Open Joints
|-
|100|| 1.0 ||0.85
|-
|70|| 0.85|| 0.55
|-
|50|| 0.60|| 0.55
|-
|30|| 0.50|| 0.5
|-
|20|| 0.45|| 0.45
|}
</center>

'''Tip Resistance for Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)'''''

The nominal unit tip resistance for shafts founded on rock shall be computed as (adapted from Wyllie, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \sqrt{s} \cdot \overline{q_u} \Bigg[ 1 + \sqrt{\frac{m}{\sqrt{s}} + 1} \Bigg] \le 400 ksf</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.5
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (consistent units of stress),

:<math>\overline {q_u}</math> = mean value of the uniaxial compressive strength (consistent units of stress) and

:''m'' and ''s'' = empirical constants describing the rock mass strength (dimensionless).

Resistance factors <math>(\phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.1.2 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math>, ''m'' and ''s'' shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.3.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.1.2 Resistance factors for unit tip resistance of drilled shafts in rock from uniaxial compression tests on intact rock core.'''</center>]]

Values for the rock mass parameters m and s can be established as:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> m = m_i \mbox{exp} \Bigg(\frac{GSI - 100}{28}\Bigg)</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.6
|-
|align="left"|<math> s = \mbox{exp} \Bigg(\frac{GSI - 100}{9}\Bigg) \ for \ GSI \ge 25</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.7a
|-
|align="left"|<math> s = 0 \ for \ GSI < 25</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.7b
|}

where ''m<sub>i</sub>'' is a material constant corresponding to rock type and ''GSI'' is the Geological Strength Index. The value for ''m<sub>i</sub>'' can be estimated from Table 751.37.3.1.2 or determined more precisely from triaxial tests (Hoek and Brown, 1997). For routine design, ''m<sub>i</sub>'' can be approximated as 10 for limestones and dolomites, as 6 for shales, siltstones, and mudstones, and as 17 for sandstones. Values for ''GSI'' can be estimated from rock mass characterizations using the Rock Mass Rating (''RMR'') system for rock masses with ''RMR'' greater than 25 (Hoek and Brown, 1997). Using this approach, GSI is calculated as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>GSI = 10 + \textstyle \sum_{i=1}^4 R_i </math>||align="center"|(dimensionless)||align="right"|Equation 751.37.3.8
|}

where

''R<sub>i</sub>'' = Rock Mass Rating system rating parameters (dimensionless).

''GSI'' is thus equivalent to the ''RMR'' value with the groundwater rating term, ''R<sub>5</sub>'', taken as 10.

Values for ''GSI'' to be used in Equations 751.37.3.6 and 751.37.3.7, or values for ''m'' and ''s'' to be used in Equation 751.37.3.5, can also be established using alternative methods described in the commentary to this subarticle.

The nominal tip resistance predicted using Equation 751.37.3.5 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:table 751.37.3.2.jpg|center|775px|thumb|<center>'''Table 751.37.3.1.2 Approximate values for material constant ''m<sub>i</sub>'' (from Marinos and Hoek, 2000). Numerals shown beneath rock types reflect ''m<sub>i</sub>'' values. Values in parentheses are estimates.'''</center> <br>
* Conglomerates and breccias may present a wide range of ''m<sub>i</sub>'' values depending on the nature of the cementing material and degree of cementation, so they may range from values similar to sandstone, to values used for fine grained sediments (even under 10). <br>
** These values are for intact rock specimens tested normal to bedding or foliation. The value of ''m<sub>i</sub>'' will be significantly different if failure occurs along a weakness plane.
]]

===751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core ''(5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ qu ≤ 100 ksf)|'''Commentary on EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ ''q<sub>u</sub>'' ≤ 100 ksf)''']]
|}

'''Side Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core ''(5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from measurements of uniaxial compressive strength on rock core as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_s = 0.76 \cdot \overline{q_u}^0.79 \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.9
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{q_u}</math> = mean uniaxial compressive strength of rock core along the shaft segment (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.2.1 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.9 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.2.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.2.1 Resistance factors for unit side resistance for drilled shafts in weak rock from uniaxial compression tests on rock core. '''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)'''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from measurements of uniaxial compressive strength on rock core as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_p = 14 \cdot \overline{q_u}^0.71 \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.10
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), and

:<math>\overline {q_u}</math> = mean uniaxial compressive strength for rock at the shaft tip (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.2.2 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.10 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.2.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.2.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from uniaxial compression tests on rock core. '''</center>]]

===751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (Neq ≤ 400 blows/ft)|'''Commentary for EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)''']]
|}
'''Side Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Standard Penetration Test (SPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \frac{\overline{N_eq}}{14} \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.11
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{N_{eq}}</math> = equivalent SPT ''N-''value along the shaft segment (blows/foot).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.3.1 based on the coefficient of variation of the mean equivalent SPR ''N-''value <math>(COV_{\overline {N_eq}} )</math>. Values for <math>\overline {N_eq}</math> and <math>COV_{\overline {N_eq}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {N_eq}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {N_eq}} </math> should similarly reflect the variability of the mean equivalent ''N-''value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.11 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.3.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.3.1 Resistance factors for unit side resistance for drilled shafts in weak rock from equivalent SPT ''N-''values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)'''''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Standard Penetration Test (SPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \frac{\overline{N_eq}}{1.6} \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.9
|}

where:

:''q<sub>p</sub> = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline{N_{eq}}</math> = mean equivalent SPT N-value for rock at the shaft tip (blows/foot).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.3.2 based on the coefficient of variation of the mean equivalent SPR ''N-''value <math>(COV_{\overline {N_eq}} )</math>. Values for <math>\overline {N_eq}</math> and <math>COV_{\overline {N_eq}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {N_eq}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {N_eq}} </math> should similarly reflect the variability of the mean equivalent ''N-''value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.12 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.3.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.3.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from equivalent SPT ''N-''values.'''</center>]]

===751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)|Commentary for EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)''']]
|}
'''Side Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)'''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Texas Cone Penetration Test (TCPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = 31.6 \cdot \overline{TCP}^{-1.18} \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.13
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{TCP}</math> = mean value of penetration from TCPT measurements for rock along the shaft segment (inches/100 blows).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.4.1 based on the coefficient of variation of the mean ''TCP''-value <math>(COV_{\overline {TCP}})</math>. Values for <math>\overline {TCP} </math> and <math>COV_{\overline {TCP}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {TCP} </math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {TCP}} </math> should similarly reflect the variability of the mean ''TCP''-value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.13 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.4.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.4.1 Resistance factors for unit side resistance for drilled shafts in weak rock from Texas Cone Penetration Test penetration values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)'''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Texas Cone Penetration Test (TCPT) measurements as (Pierce et al., 2011)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 500 \cdot \overline{TCP}^{-1.22} \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.14
|}

where:

:''(q<sub>p</sub>)'' = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline {TCP} </math> = mean value of penetration from TCPT measurements for rock at the tip of the shaft (inches/100 blows).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.4.2 based on the coefficient of variation of the mean ''TCP''-value <math>(COV_{\overline {TCP}})</math>. Values for <math>\overline {TCP} </math> and <math>COV_{\overline {TCP}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {TCP} </math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {TCP}}</math> should similarly reflect the variability of the mean ''TCP''-value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.14 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.4.2 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.3.4.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from Texas Cone Penetration Test penetration values.'''</center>]]

===751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ Is(50) ≤ 40 ksf)|'''Commentary for EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)''']]
|}

'''Side Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Point Load Index Test measurements as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \frac{(\overline{I_{s(50)}})^{1.8}}{10} \le 30 ksf </math>||align="center"| (ksf)||align="right"|Equation 751.37.3.15
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{I_{s(50)}}</math> = mean corrected point load index value for rock along the shaft segment (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\phi_{qs})</math> to be applied to the nominal resistance values (''q<sub>s</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.5.1 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value <math>(COV_{\overline {I_{s(50)}}})</math>. Values for ''I<sub>s(50)</sub>'' and <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for ''I<sub>s(50)</sub>'' shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>(COV_{\overline {I_{s(50)}}})</math> should similarly reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.15 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.5.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.5.1 Resistance factors for unit side resistance for drilled shafts in weak rock from Point Load Index values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)'''''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Point Load Index Test measurements as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 10.5 \cdot \overline{I_{s(50)}} \le 400 ksf </math>||align="center"| (ksf)||align="right"|Equation 751.37.3.16
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline{I_{s(50)}}</math> = mean corrected point load index value for rock at the tip of the shaft (ksf).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\phi_{qp})</math> to be applied to the nominal resistance values (''q<sub>p</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.5.2 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value <math>(COV_{\overline {I_{s(50)}}})</math>. Values for <math>\overline{I_{s(50)}}</math> and <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline{I_{s(50)}}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {I_{s(50)}}}</math> should similarly reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.16 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.5.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.5.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from Point Load Index values.'''</center>]]

===751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (su ≤ 5 ksf)|'''Commentary for EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')''']]
|}

'''Side Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')'''

The nominal unit side resistance for shaft segments located in cohesive soils shall be computed from measurements of undrained shear strength using the “α-method” as (e.g. Reese et al., 2006)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \alpha \cdot \overline{s_u}</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.17
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (consistent units of stress),

:''α'' = an empirical coefficient (dimensionless) and

:<math>\overline{s_u}</math> = mean value of the undrained shear strength for the soil along the shaft segment (consistent units of stress).

The value for ''α'' shall be taken as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> \alpha = \frac {0.75}{\sqrt{\overline{s_u}}} \le 1.0</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.18
|}

where <math>\overline {s_u}</math> is the mean undrained shear strength input in units of ksf.

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\phi_{qs})</math> to be applied to the nominal resistance values (''q<sub>s</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.6.1 based on the coefficient of variation of mean undrained shear strength <math>(COV_{\overline {s_u}})</math>. Values for <math>{\overline {s_u}}</math> and <math>COV_{\overline {s_u}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>{\overline {s_u}}</math> shall be taken as mean values for the soil over the length of the shaft segment. Values for <math>COV_{\overline {s_u}}</math> should similarly reflect the variability of the mean undrained shear strength for the soil over the shaft segment.

[[image:751.37.3.6.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.6.1 Resistance factors for unit side resistance for drilled shafts in cohesive soils from undrained shear strength measurements. '''</center>]]

The value for α predicted using Equation 751.37.3.18 shall be limited to a maximum value of 1.0.

In cohesive soils, side resistance along the top 5 ft. of the shaft and a distance of one shaft diameter above the tip of the shaft shall be ignored.

'''Tip Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf)'''

The nominal tip resistance for shafts founded on cohesive soils shall be calculated from measurements of undrained shear strength according to:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \overline{s_u} \cdot N_c \le 80 ksf</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.19
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (consistent units of stress),

:<math>\overline{s_u}</math> = mean value of the undrained shear strength of the soil (consistent units of stress) and

:''N<sub>c</sub>'' = bearing capacity factor (dimensionless).

Resistance factors <math>(\phi_{qp})</math> to be applied to the nominal resistance values (''q<sub>p</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.6.2 based on the coefficient of variation of the mean undrained shear strength <math>(COV_{\overline {s_u}})</math>. Values for <math>\overline{s_u}</math> and <math>COV_{\overline {s_u}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline{s_u}</math>shall be taken as mean values for the soil over a depth of 2''D'' below the tip of the shaft. Values for <math>COV_{\overline {s_u}}</math> should similarly reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.3.6.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.6.2 Resistance factors for unit tip resistance for drilled shafts in cohesive soils from undrained shear strength measurements.'''</center>]]

The value for ''N<sub>c</sub>'' shall be taken as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>N_c = 6 \Big[ 1 + 0.2 \Big(\frac{Z}{D}\Big)\Big] \le 9</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.20
|}

where:

:Z = depth of the tip of the shaft from the ground surface (consistent units of length), and

:D = shaft diameter (consistent units of length).

The value for ''N<sub>c</sub>'' predicted using Equation 751.37.3.20 shall be limited to a maximum value of 9.0.

For <math>\overline{s_u}</math> ≤ 0.5 ksf, ''N<sub>c</sub>'' shall be multiplied by 0.67.

The nominal unit tip resistance predicted using Equation 751.37.3.19 shall be limited to a maximum value of 80 ksf unless greater resistance can be verified by a load test.

===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]
|}

'''Side Resistance for Drilled Shafts in Cohesionless Soils'''

The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21
|}

where:

:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress),

:β = an empirical correlation factor (dimensionless) and

:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress).

The value for β shall be taken as (O’Neill and Reese, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a
|-
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b
|}

where 0.25 ≤ β ≤ 1.2 and

:z = depth below ground surface to center of shaft segment (ft.) and

:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft).

If permanent casing is used, the side resistance shall be adjusted with consideration of type and length of casing used.

The resistance factor <math>\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55.

'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''

The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999).

For N_60≤50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23
|}

where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and

:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft).

For ''N<sub>60</sub>'' ≥ 50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24
|}

where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf),

:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot),

:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf).

:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf).

''Note that these expressions are dimensional so values must be entered in the units specified. ''

The resistance factor <math>\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.

===751.37.3.8 Geotechnical Resistance from Load Tests===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.8 Geotechnical Resistance from Load Tests|Commentary for EPG 751.37.3.8 Geotechnical Resistance from Load Tests]]
|}

If drilled shaft resistance is determined by load test, the resistance factor shall be taken as 0.7 regardless of the soil conditions.

===751.37.3.9 Evaluation of Group Effects===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.9 Evaluation of Group Effects|Commentary for EPG 751.37.3.9 Evaluation of Group Effects]]'''
|}
Group effects for drilled shafts shall be evaluated as described in EPG 751.37.3.9. Procedures for evaluation of group effects generally involve use of a group efficiency factor, consideration of an “equivalent pier”, or both. Application of the group efficiency factor requires that the nominal resistance for individual shafts be multiplied by the factor η to reflect the nominal average resistance of the shafts within a group:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R^{\star} = \eta \cdot R</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.25
|}

where:

:R = nominal resistance of an individual shaft (consistent units of force),

:R<sup>*</sup> = modified shaft resistance accounting for group effects (consistent units of force) and

:''η'' = group efficiency factor established as described in this article.

''Note that the group efficiency factor (η) used here is different from the redundancy factor (η<sub>R</sub>) discussed in EPG 751.37.1.4.'' Additional discussion regarding the redundancy factor is provided in the commentary.

Consideration of an “equivalent pier” requires evaluation of the shaft group as a hypothetical, monolithic pier encompassing the block of soil and shafts enclosed within the outer perimeter of the shaft group.

The specific method to be used differs with geologic setting as described in the remainder of this article.

'''Group Effects in Cohesionless Soils'''

For shafts deriving resistance predominantly from cohesionless soils, the nominal resistance of individual shafts in the group shall be reduced by an efficiency factor, ''η'', determined based on the spacing of the shafts:

:* for shafts with center-to-center spacing equal to 2.5 shaft diameters, ''η'' = 0.65

:* for shafts with center-to-center spacing equal to 4.0 shaft diameters or more, ''η'' = 1.0, and

:* for shafts with intermediate spacing, the value for ''η'' shall be linearly interpolated between these values.

These efficiency factors shall apply regardless of conditions of contact between the cap and ground.

'''Group Effects in Cohesive Soils'''

For shafts deriving resistance predominantly from cohesive soils, the nominal resistance of the pile group shall be taken as the lesser of the following values:

:* The nominal resistance of an equivalent pier consisting of the shafts and the block of soil within the area bounded by the shafts, or

:* The sum of the nominal resistances for each individual shaft in the group.

For the latter value, the nominal resistances for individual piles shall be reduced by an efficiency factor, ''η'', <u>if</u> the soil is soft <u>and</u> the cap may not be in firm contact with the ground. In such cases, the efficiency factor, ''η'', shall be determined based on the spacing of the shafts:

:* ''η'' = 0.65 for shafts with center-to-center spacing equal to 2.5 shaft diameters,

:* ''η'' = 1.0 for shafts with center-to-center spacing equal to 6.0 shaft diameters or more, and

:* For intermediate shaft spacing, the value for ''η'' shall be linearly interpolated between these values.

Note that the efficiency factors shall only apply if the soil is soft <u>and</u> the cap is not in firm contact with the ground. For all other conditions, no efficiency factor shall be applied when comparing the total resistance for the equivalent pier with the cumulative resistance from the individual shafts.

The resistance factors to be applied for the equivalent pier evaluation shall be 0.60 (AASHTO, 2009). Resistance factors for summation of the individual shaft resistances shall be those provided in EPG 751.37.3.1 through EPG 751.37.3.8.

'''Group Effects in Rock'''

For shafts deriving resistance predominantly from rock, the nominal resistance of the pile group shall be taken as the lesser of the following:

:* The nominal resistance of an equivalent pier consisting of the shafts and the block of soil/rock within the area bounded by the shafts, or

:* The sum of the nominal resistances for each individual shaft in the group.

No efficiency factor shall be applied to the individual pile resistances when evaluating the latter condition.

==751.37.4 Design for Axial Loading at Serviceability Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4 Design for Axial Loading at Serviceability Limit States|Commentary for EPG 751.37.Commentary on EPG 751.37.4 Design for Axial Loading at Serviceability Limit States]]'''
|}
Drilled shafts shall be dimensioned so that there is a small likelihood that shafts will settle more than tolerable settlements, generally established from consideration of span length. This shall be accomplished by comparing a factored settlement computed for a shaft with dimensions established from EPG 751.37.3 with an established tolerable settlement. If the factored total settlement determined from these provisions is found to be less than or equal to the tolerable settlement, i.e. if
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R \le \delta_{tol}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.1
|}

where:

:''δ<sub>R</sub>'' = factored total settlement (consistent units of length) and

:''δ<sub>tol</sub>'' = tolerable settlement (consistent units of length),

the limit state is satisfied and the probability of shaft settlement exceeding the tolerable settlement is less than or equal to the target probability established by MoDOT. If the factored total settlement is determined to exceed the tolerable settlement, the probability of foundation settlement exceeding the tolerable value is greater than the target probability established by MoDOT. In such cases, the shaft dimensions shall be increased until the factored total settlement is less than or equal to the tolerable settlement.

Resistance factors provided in this article were established to produce factored settlements that have a target probability of being exceeded. Target probabilities of exceedance were established by MoDOT for structures of different operational importance. Additional information regarding development of the resistance factors and application of the resistance factors for settlement calculations are provided in the commentary that accompanies these guidelines.

For this provision, the tolerable settlement shall be taken as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{tol} = \frac{S}{476}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.2
|}

where:

:''δ<sub>tol</sub>'' = tolerable settlement (consistent units of length) and
:''S'' = span between adjacent bridge bents (consistent units of length).

Factored settlements shall be determined as provided in this article. Settlement shall be evaluated for the Service I limit state.

Two alternative approaches are provided in these guidelines for determining the factored total settlement of drilled shafts. The first approach is based on an approximate factored load-settlement relationship for an individual shaft. The second approach utilizes the “t-z” method to predict the factored settlement for the shaft. Greater factored settlements will generally be predicted using the approximate method both because it tends to be conservative at working loads and because it involves greater variability and uncertainty. It is expected that the approximate method will generally be used for preliminary evaluation of settlement. If the settlement determined from the approximate method satisfies the serviceability requirement of Equation 751.37.4.1, the shaft dimensions can be considered acceptable. If use of the approximate method produces factored settlements that do not satisfy Equation 751.37.4.1, designers should consider performing evaluations using the more precise t-z method to evaluate whether serviceability is satisfied prior to increasing the dimensions of the shaft to satisfy serviceability requirements.

===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''
|}

Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:

If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3
|}

where:

:<math>\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),

:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length),

:''D'' = shaft diameter (consistent units of length) and

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).

If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4
|}

where:

:<math>\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),

:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length),

:''D'' = shaft diameter (consistent units of length) and

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).

Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft.

The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary or permanent casing, or at top of rock socket), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5
|}

where:

:''n'' = number of shaft segments,

:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress),

:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area),

:<math>\phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless),

:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress),

:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and

:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length).

Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states.

The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6
|}

where:

:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),

:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),

:<math>\phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless),

:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and

:''D'' = shaft diameter at the tip of the shaft (consistent units of length).

The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The factored elastic compression of the unsupported length of the shaft shall be determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7
|}

where:

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length),

:<math>\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''L'' = overall shaft length (consistent units of length),

:''L<sub>s</sub>'' = length of the rock socket (consistent units of length),

:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress),

:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and

:<math>\phi_{\delta e}</math> = settlement resistance factor for elastic compression of the shaft.

Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure.

====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''
|-
|Minor or Low Volume Route || align="center"|0.68
|-
|Major Route ||align="center"|0.64
|-
|Major Bridge <$100 million ||align="center"| 0.61
|-
|Major Bridge >$100 million||align="center"| 0.60
|}

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]

[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]]

[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]]

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.

===751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method|Commentary on EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method]]'''
|}
The “t-z method” is a numerical method for predicting the axial load-displacement response of drilled shafts and other deep foundation members (Reese et al., 2006). The analyses can be performed using commercial specialty software, such as TZPile©, or using common spreadsheet software. Regardless of the method of implementation, the analyses require specification of t-z models that reflect the load transfer characteristics for side resistance, “q-w” models that reflect the load transfer characteristics for tip resistance, and shaft characteristics that reflect the stiffness of the shaft relative to the surrounding soil/rock.

Prediction of factored settlements using the t-z method according to these provisions shall be accomplished by performing t-z analysis using factored t-z and q-w models models as described in more detail in the commentary to this article. The top of shaft settlement predicted using the t-z method for a shaft subjected to the factored service loads and modeled using factored t-z and q-w models shall be taken as the factored total settlement, ''δ<sub>R</sub>'', for use in Equation 751.37.4.1.

Factored t-z models shall be established from a nominal, unfactored t-z model selected to represent the load transfer response in side resistance for relevant soil/rock conditions as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>t_R(z) = \phi_{\delta s} \cdot t(z)</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.4.8
|}

where:

:''t<sub>R</sub>(z)'' = factored t-z model for input into analyses using the t-z method (consistent units of stress),

:''z'' = relative displacement between the shaft and the soil/rock along the length of the shaft (consistent units of length),

:''<math>\phi_{\delta s}</math>'' = settlement resistance factor for side resistance (dimensionless) and

:''t(z)'' = nominal t-z model selected to represent relevant soil/rock conditions (consistent units of stress).

Values for ''<math>\phi_{\delta s}</math>'' shall be established according to the soil/rock type and available site characterization data as provided subsequently in this article.

Factored q-w models shall similarly be established from a nominal, unfactored q-w model selected to represent the load transfer response in tip resistance for relevant soil/rock conditions as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_R (w) = \phi_{\delta p} \cdot q(w)</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.4.9
|}

where:

:''q<sub>R</sub>(w)'' = factored q-w model for input into analyses using the t-z method (consistent units of stress),

:''w'' = relative displacement between the shaft and the soil/rock at the shaft tip (consistent units of length),

:<math>\phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), and

:''q(w)'' = nominal q-w model selected to represent relevant soil/rock conditions at the tip of the shaft (consistent units of stress).

Values for <math>\phi_{\delta p}</math> shall be established according to the soil/rock type and available site characterization data as provided subsequently in this article.

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Rock'''

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.2.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV \overline{q_u}</math>. Values for <math>COV \overline{q_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.2.2 based on values for <math>COV \overline{q_u}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using t-z method'''</center>]]

[[image:751.37.4.2.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV \overline{q_u}</math>. Values for <math>COV \overline{q_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.4 based on values for <math>COV \overline{q_u}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV \overline{N_{eq}}</math>. Values for <math>COV \overline{N_{eq}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.6 based on values for <math>COV \overline{N_{eq}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.5 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.4.2.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.6 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.4.2.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline{TCP}}</math>. Values for <math>COV_{\overline{TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.8 based on values for <math>COV_{\overline{TCP}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Cohesive Soils'''

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.2.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV \overline{s_u}</math>. Values for <math>COV \overline{s_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.2.12 based on values for <math>COV \overline{s_u}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.4.2.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using t-z method.'''</center>]]

[[image:751.37.4.2.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using t-z method.'''</center>]]

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Cohesionless Soils'''

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.

===751.37.4.3 Settlement of Drilled Shafts in Groups===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.3 Settlement of Drilled Shafts in Groups|Commentary on EPG 751.37.4.3 Settlement of Drilled Shafts in Groups]]'''
|}
'''Settlement of Shaft Groups in Cohesive Soils'''

Settlement of shaft groups in cohesive soils shall be estimated according to EPG 751.38.4.3 using the “equivalent footing” approach described in LRFD 10.7.2.3.

'''Settlement of Shaft Groups in Cohesionless Soils Using Standard Penetration Test Measurements'''

Settlement for drilled shaft groups in cohesionless soils can be estimated from SPT measurements as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\rho = qI\frac{\sqrt{B}}{(N_1)_{60}}</math>||align="center"| (inches)||align="right"|Equation 751.37.4.10
|}

where:

:''ρ'' = settlement of shaft group (inches),

:''q'' = net foundation pressure applied at depth of ''D'''(ksf),

:''B'' = width or smallest dimension of shaft group (feet),

:''I'' = 1 - 0.125(''D'/B'') ≥ 0.5 = influence factor of the effective group embedment (dimensionless),

:''(N<sub>1</sub>)<sub>60</sub>'' = SPT blow count corrected for overburden stress and hammer efficiency (blows/foot),

:''D'' = 2''D<sub>b</sub>''/3 = effective depth of “equivalent footing” and

:''D<sub>b</sub>'' = depth of embedment of shafts in layer that provides support.

The value for ''(N<sub>1</sub>)<sub>60</sub>'' is determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>(N_1)_{60} = C_N \cdot N \Big( \frac{ER}{60%}\Big)</math>||align="center"| (blows/foot)||align="right"|Equation 751.37.4.11
|}

where:

:''C<sub>N</sub>'' = <math>\Big[ 0.77 log_{10} \Big(\frac{40}{\sigma^'_v}\Big)\Big] \le 2.0</math> = correction factor to account for overburden stress (dimensionless),

:''ER'' = hammer efficiency expressed as percentage of theoretical free fall energy for hammer system actually used (percent) and

:''N'' = uncorrected SPT blow count (blows/foot).

'''Settlement of Shaft Groups in Cohesionless Soils Using Cone Penetration Test Measurements'''

Settlement for drilled shaft groups in cohesionless soils can be estimated from CPT measurements as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\rho = \frac{qBI}{2q_c}</math>||align="center"| (inches)||align="right"|Equation 751.37.4.12
|}

where:

:''ρ'' = settlement of shaft group (inches),

:''q'' = net foundation pressure applied at depth of D'(ksf),

:''B'' = width or smallest dimension of shaft group (feet),

:''I'' = 1 - 0.125(''D'/B'') ≥ 0.5 = influence factor of the effective group embedment (dimensionless),

:''q<sub>c</sub>'' = static cone tip resistance (ksf),

:''D'' = 2''D<sub>b</sub>''/3 = effective depth of “equivalent footing” and

:''D<sub>b</sub>'' = depth of embedment of shafts in layer that provides support.

'''Settlement of Shaft Groups in Rock'''

Settlement of shaft groups in rock shall be estimated according to EPG 751.38.4.2 using the “equivalent footing” approach described in LRFD 10.7.2.3.

==751.37.5 Design for Lateral Loading at Strength and Service Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States|Commentary on EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States]]'''
|}
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft for lateral loading. The Service I Limit State shall be used when evaluating lateral deflection.

Design lateral movements should not exceed approximately 1.5 in. at the top of the shaft at the Service I Limit State.

To analyze laterally loaded drilled shafts, the point of fixity of the drilled shaft must be estimated. This location may be estimated by using a computer program. This is an iterative process that requires first assuming a point of fixity so that the bent stiffness may be calculated. The stiffness of the bent may be found by modeling the bent in a structural analysis program, applying a load to the middle of the beam cap and measuring the amount of deflection caused by the load. The method shown in [[751.2 Loads#751.2.4.6 Longitudinal Wind Force Distribution |EPG 751.2.4.6 Loads - Longitudinal Wind Force Distribution]] and [[751.2 Loads#751.2.4.7 Longitudinal Temperature Force Distribution |EPG 751.2.4.7 Loads - Longitudinal Temperature Force Distribution]] for modeling the stiffness, E'I, of a cast in place (C.I.P.) pile may also be used to model a drilled shaft. The moment of inertia of the bent is then found by:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>I = \frac{\big(\frac{P}{\delta}\big) L^3}{3E}</math>||align="center"| (consistent units of length<sup>4</sup>)||align="right"|Equation 751.37.5.1
|}

where:

:''I'' = moment of inertia for the bridge bent (consistent units of length<sup>4</sup>),

:''P'' = load applied to the middle of the beam cap (consistent units of force),

:''L'' = length from point of fixity of shaft to middle of beam cap (consistent units of length),

:''δ'' = deflection caused by load P (consistent units of length) and

:''E'' = modulus of elasticity of concrete (consistent units of stress).

The ''E'' and ''I'' values used in the above equation shall also be used for longitudinal force distribution calculations.

The longitudinal forces applied to the bent can be calculated once the moment of inertia of the bent is known. Once loads are obtained, they can be input into computer software to get a point of fixity.

If the point of fixity is different than what was assumed to obtain the original bent stiffness, the bent stiffness shall be re-calculated with a new assumed point of fixity and this process continued until the point of fixity converges. As a rule of thumb, shafts socketed into rock are usually fixed near to the soil-rock interface.

The location of the point of fixity should be considered to be only an <u>approximation</u>. Many factors influence the actual location of the point of fixity. The thickness of the casing, scour and actual geotechnical properties could cause different results for the actual location of the point of fixity.

==751.37.6 Structural Resistance of Drilled Shafts==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.6 Structural Resistance of Drilled Shafts|Commentary on EPG 751.37.6 Structural Resistance of Drilled Shafts]]'''
|}
===751.37.6.1 Reinforcement Design===

Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design.

Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger.

If permanent casing is used, and the shell consists of smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness and type of casing required.

Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3).

For minimum concrete cover for drilled shaft, see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 701.4.12.1]. If drilled shaft diameter does not match Sec 701.4.12.1 then use concrete cover for the next greater diameter drilled shaft. For rock sockets use 3” min. clear cover.

For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4.

For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d.

For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].

===751.37.6.2 Longitudinal Reinforcement===

Longitudinal reinforcement shall be designed to resist bending in the shaft due to lateral loads. The cross-sectional area for longitudinal reinforcement shall fall within the following limits:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left" rowspan="2"|<math>\frac{0.135 A_g f^'_c}{f_y} \le A_{steel} \le 0.08 A_g</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.6.1
|-
|align="center"|''' LRFD 5.7.4.2'''||
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

MoDOT prefers to follow LRFD 5.7.4.2 for drilled shafts since for typical cases, the potential exists for load transfer between the concrete and steel casing. (The minimum area of reinforcement based on LRFD is 10 percent less than ACI for f’<sub>c</sub> = 4 ksi).

===751.37.6.3 Factored Axial Resistance===

The factored axial resistance of a drilled shaft shall be determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_R = \phi P_N \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.2
|}

where:

:''P<sub>R</sub>'' = factored axial resistance of drilled shaft (consistent units of force),

:''P<sub>N</sub>'' = nominal axial resistance of drilled shaft (consistent units of force),

:<math>\phi</math> = 0.75 = resistance factor for axial resistance of drilled shaft (dimensionless) and

:<math>\gamma Q</math> = factored axial load (consistent units of force).

For shafts with spiral reinforcement, the nominal axial resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_N = 0.85 \Big[ 0.85 f^'_c \big(A_g - A_{steel}\big) + A_{steel}f_y \Big]</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.3
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

For shafts with tie reinforcement, the nominal axial resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_N = 0.80 \Big[ 0.85 f^'_c \big(A_g - A_{steel}\big) + A_{steel}f_y \Big]</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.4
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

===751.37.6.4 Transverse Reinforcement===

Minimum transverse reinforcement shall be designed to resist the potential of diagonal cracking and improve ductility, and to control the stability of the reinforcement cage. Follow the four-step procedure, below:

'''No. 1. Determine if Transverse Reinforcement is Required for Loading'''

:If
{| style="margin: 1em auto 1em auto" width="900"
|-
|align="left"|<math>V_u > 0.5 \phi V_c</math>,||align="left|then go to No. 2a, below,<br/>otherwise, go to No. 2b.|| align="center"| (consistent units of force) '''(LRFD 5.8.2.4)'''||align="right"|Equation 751.37.6.4.1
|}

:where:

::''V<sub>u</sub>'' = factored shear force (consistent units of force),

::<math>V_c = 0.0316\beta \sqrt{f^'_c} b_v d_v</math> = approximate shear resistance of drilled shaft (consistent units of force),

::''Φ'' = 0.9 = resistance factor for shear resistance of drilled shaft (dimensionless),

::''β'' = 2.0,

::''b<sub>v</sub>'' = D = shaft diameter (consistent units of length),

::''d<sub>v</sub>'' = 0.9 (''D''/2 + ''D<sub>r</sub>'' /π) and

::''D<sub>r</sub>'' = diameter of circle passing through the centers of the longitudinal reinforcement (consistent units of length). See commentary for LRFD C5.8.2.9-2.

'''No. 2. Determine Minimum Transverse Reinforcement'''

:'''a)''' Minimum transverse reinforcement to control shear diagonal cracking and increase ductility:

:The minimum amount of transverse reinforcement shall satisfy the following equation if transverse reinforcement is required for loading in No. 1, otherwise go to No. 2b:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>A_v \ge 0.0316 \sqrt{f^'_c}\frac{b_vs}{f_y}</math>||align="center"| (consistent units)||align="Center"|'''(LRFD 5.8.2.5)''' ||align="right"|Equation 751.37.6.4.2
|}

:where:

:''A<sub>v</sub>'' = area of transverse reinforcement within distance s (consistent units of area),

:''s'' = spacing of transverse reinforcement (consistent units of length),

:''b<sub>v</sub>'' = ''D'' = shaft diameter (consistent units of length),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress) and

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress).

:'''b)''' Minimum transverse reinforcement to control stability of cage before and during placement:

:Use minimum #4 @ 12” stirrups for reinforcing cage ≤ 4 ft. diameter and minimum #5 @ 12” stirrups for reinforcing cage > 4 ft. diameter (FHWA-NHI-10-016) unless transverse reinforcement needs to be designed as in No. 1. If transverse reinforcement needs to be designed as in No. 1, then provide the controlling transverse reinforcement area required by EPG 751.37.6.4 No. 2a, 2b and [[#751.37.6.5 Factored Shear Resistance|EPG 751.37.6.5 Factored Shear Resistance]].

:All shafts, cased or uncased, or where casing is used for strength, shall be transversely reinforced.

'''No. 3. Determine Maximum Transverse Reinforcement Spacing:'''

:The maximum transverse reinforcement spacing shall be ≤ 12” to provide crack control without consideration for casing. MoDOT does not implement LRFD 5.8.2.7 maximum spacing of transverse reinforcement requirements for typical shaft sizes. However, for small shafts where LRFD 5.8.2.7 will control, it should be directly implemented.

<div id="No. 4. Determine Maximum"></div>
'''No. 4. Determine Maximum Transverse Shaft Reinforcement Spacing at the Anchorage of Column Reinforcement: '''

:For columns with longitudinal reinforcement anchored into oversized shafts, in the anchorage region, the spacing of the transverse shaft reinforcement shall meet the requirements of the following equation:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>S_{max}=\frac{2\pi A_{sp}f_{ytr}l_s}{kA_lf_{ul}}</math>||align="center"| (consistent units)||align="Center"|'''(LRFD 5.11.5.2.1-1)''' ||align="right"|Equation 751.37.6.4.3
|}

:where:

::''S<sub>max</sub>'' = maximum spacing of transverse shaft reinforcement (consistent units of length),
::''A<sub>sp</sub>'' = area of transverse shaft reinforcement (consistent units of area),
::''f<sub>ytr</sub>'' = yield strength of transverse shaft reinforcement (consistent units of stress),
::''ℓ<sub>s</sub>'' = required lap splice of the longitudinal column reinforcement (consistent units of length),
::''k'' = ratio of column tensile reinforcement to total column reinforcement at the nominal resistance,
::''A<sub>ℓ</sub>'' = area of longitudinal column reinforcement (consistent units of area), and
::''f<sub>uℓ</sub>'' = tensile strength of longitudinal column reinforcement (consistent units of stress).

===751.37.6.5 Factored Shear Resistance===

The factored shear resistance of a drilled shaft shall be determined as:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>V_R = \phi \big(V_c + V_s\big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.4.4
|}

where:

:''V<sub>R</sub>'' = factored shear resistance of drilled shaft (consistent units of force),

:''V<sub>c</sub>''= nominal shear resistance from concrete (consistent units of force),

:''V<sub>s</sub>'' = <math>\frac{A_v f_y d_v cot\theta}{s}</math> = shear resistance from transverse shear reinforcement. (For A<sub>v</sub>, use transverse reinforcement area from [[#751.37.6.4 Transverse Reinforcement|EPG 751.37.6.4 Transverse Reinforcement]] and increase reinforcement area as needed to meet design requirements. (consistent units of force),

:''Φ'' = 0.9 = resistance factor for shear resistance of drilled shaft (dimensionless),

:''A<sub>v</sub>'' = area of transverse shear reinforcement within distance s (consistent units of area),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress),

:''θ'' = 45° = angle of inclination of diagonal compressive stresses (degrees),

:''d<sub>v</sub>'' = 0.9 (''D''/2 + ''D<sub>r</sub>'' /''π'') and

:''D<sub>r</sub>'' = diameter of circle passing through the centers of the longitudinal reinforcement (consistent units of length). See commentary for LRFD C5.8.2.9-2.

==751.37.7 References==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.7 References|Commentary on EPG 751.37.7 References]]'''
|}
AASHTO (2009), ''AASHTO LRFD Bridge Design Specification: Customary U.S. Units'', American Association of State Highway and Transportation Officials, Fourth Edition with 2008 and 2009 Interim Revisions.

Hoek, E., and E.T. Brown (1988), “The Hoek-Brown Failure Criterion – A 1988 Update,” ''Proceedings of the 15th Canadian Rock Mechanics Symposium'', Toronto, Canada.

Hoek, E., C. Carranza-Torres, and B. Corkum (2002), “Hoek and Brown Failure Criterion – 2002 Edition,” ''Proceedings of NARMS-TAC Conference'', Toronto, Canada.

Horvath, R.G., and T.C. Kenney (1979), “Shaft Resistance of Rock Socketed Drilled Piers,” ''Proceedings of the Symposium on Deep Foundations'', ASCE, pp. 182-214.

Loehr, J.E., B.L. Rosenblad, and T.T. Vu (2011a), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Interpretation Report'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Loehr, J.E., S.A. Grant, and B.L. Rosenblad (2011b), ''Calibration of Resistance Factors for Design of Drilled Shafts at Strength Limit States Using Laboratory Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

O’Neill, M.W., and L.C. Reese (1999), ''Drilled Shafts: Construction Procedures and Design Methods'', Report No. FHWA-IF-99-025, Federal Highway Administration, McLean, VA, 758 pp.

Pierce, M.D., J.E. Loehr, and B.L. Rosenblad (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Strength Limit States Using In situ Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Reese, L.C., W.M. Isenhower, and S-T Wang (2006), ''Analysis and Design of Shallow and Deep Foundations'', John Wiley and Sons, 574 pp.

Wyllie, D.C. (1999), ''Foundations on Rock'', E & FN Spon, Second Edition, 401 pp.

==751.37.8 Commentary==
===Commentary on [[#751.37.1 General|EPG 751.37.1 General]]===

These guidelines were developed from prior EPG guidelines with notable changes to the general approach for application of LRFD techniques as well as updated resistance factors based on probabilistic calibrations. Calibration analyses were performed following generally accepted procedures for calibration of resistance factors for geotechnical applications, but with modifications to permit several enhancements to be implemented. The most notable enhancements provided in the guidelines include:

:* Use of resistance factors that are dependent upon the variability and uncertainty that exists in select design properties

:* Adoption of different target reliability levels for foundations of structures of different operational importance.

Both of these enhancements are expected to produce efficient foundation designs while still maintaining appropriate safety and reliability for all classes of operational importance. Additional information regarding development of the methods provided in these guidelines can be found in Loehr et al. (2011b), Pierce et al. (2011), and Vu and Loehr (2011). Additional information regarding target reliability values established for different classes of operational importance is provided in Bowders et al. (2011).

The four classes of operational importance include:
:* Minor or low volume route
:* Major route
:* Major bridge costing less than $100 million
:* Major bridge costing greater than $100 million.

These classifications are based on common MoDOT designations. The target reliability levels established for each limit state and operational importance were generally based upon consideration of highway bridges. However, the methods provided in this article can also be utilized for design of foundations for other structures including retaining walls and roadway signs.

Calibration analyses performed to establish the resistance factors presented in these guidelines were performed using the latest knowledge of variability and uncertainty in applied loads (Kulicki et al., 2007), as well as using load factors that are currently in effect. The resistance factors provided in these guidelines are intended to produce foundations with reliabilities that are approximately equal to the target reliabilities established by MoDOT when utilized with current load factors. Since it is the combined effect of load and resistance factors that produce this reliability, the resistance factors provided are inherently coupled with current load factors and are contingent upon the uncertainty and variability in the applied loads that were presumed for the calibrations. As such, recalibration of resistance factors is required if alternative load factors are adopted, or if substantial revisions to current estimates of load variability and uncertainty are found.

It is important to emphasize that the resistance factors provided in these guidelines were developed presuming that ''mean values'' would be used for all design parameters in the methods provided. This departs from past practice utilizing allowable stress design (ASD) approaches where nominal values of parameters that were less than mean values were often used to introduce conservatism into the analyses beyond that provided by the ASD factor of safety. Use of design parameters less than the mean values within the context of these guidelines will often, but not always, increase the reliability of foundation designs; however, such practice is contrary to the spirit of LRFD in that it will not produce foundations that achieve the target reliability established by MoDOT policy.

The procedures provided in these guidelines are not intended as a substitute for good judgment. Rather, the intent of these guidelines is to:

:1) inform designers of generally appropriate levels of conservatism to address the variability and uncertainty involved in different aspects of design analyses and

:2) provide quantitative methods to achieve target reliabilities for foundations depending on the variability and uncertainty present in relevant design parameters and design methods.

Designers must still use their best judgment in considering design options (e.g. foundation depth, type and size; necessity for load tests; etc.) for establishing the most appropriate foundations for bridges and other structures.

Design methods provided in these guidelines are mostly empirical methods derived from results of full-scale load tests. Application of these methods is generally restricted to geologic conditions and construction procedures similar to those represented by the load tests used to establish the methods. In particular, methods presented for prediction of nominal and factored shaft resistance in weak rock were specifically developed from load tests performed in Missouri following established MoDOT construction specifications. As such, these methods are, strictly speaking, only applicable to cases where shafts will be constructed in general accordance with current MoDOT construction specifications. Use of these guidelines for conditions or situations that depart from these restrictions is permissible, but requires that designers give consideration to the effects of differences between the specific site conditions encountered and those represented by the empirical data.

====Commentary on [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]]====

The length to diameter ratio of drilled shafts should generally be targeted for the range 3 ≤ ''L''/''D'' ≤ 30; however, shafts with dimensions falling outside of this range can, at times, be effectively utilized.

====Commentary on [[#751.37.1.2 Materials|EPG 751.37.1.2 Materials]]====

Where possible, the concrete mix for drilled shafts should utilize MoDOT aggregate gradation E (1/2 inch minus) to improve the workability of the concrete during placement and reduce the risk of shaft defects. Special attention should also be given to concrete slump requirements to ensure the concrete has sufficient workability to completely surround the reinforcing cage without vibration. For cases where “tight cages” are required, consideration should be given to using special construction provisions to minimize the risk of concrete placement problems.

====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====

Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.

Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to:

:* Achieve the required flexural resistance of the drilled shaft

:* Resist large lateral loads for bridges located in seismic areas

:* Facilitate shaft construction through water

:* Support the shaft excavation when there is insufficient head room available for casing recovery

====Commentary on [[#751.37.1.4 General Design Considerations|EPG 751.37.1.4 General Design Considerations]]====

''Scour ''

Appropriate methods for evaluation of scour are beyond the scope of these guidelines. However, these guidelines require that drilled shafts be designed to acceptably support the structure assuming that the foundation soil/rock is scoured to depths predicted following currently accepted practice.

''Downdrag ''

Downdrag loads should be considered any time settlement is likely to occur in soils surrounding drilled shafts. Downdrag is most commonly a concern for foundations passing through or near to approach fills overlying soft, cohesive soils where the applied load of the fill will induce settlement in the underlying soft soils. Downdrag is seldom a concern for intermediate bents away from approach fills (because there is often no loading to induce compression of the soft soils) unless settlement is likely to be induced by lowering groundwater levels.

Downdrag loads are generally fully mobilized with relatively small settlements and can be substantial. In cases where downdrag loading is significant, consideration should be given to staging construction of shafts, if timing will allow, such that shafts are installed after settlement has practically ceased or to other techniques to limit the effects of downdrag.

''Group Effects ''

The redundancy factor of LRFD 1.3.4 is not intended to account for redundancy or lack of redundancy in foundation design. The LRFD redundancy factor, ''η<sub>R</sub>'', has been a source of confusion for foundation design, especially given that group efficiency factors are also denoted as ''η''. Use of the redundancy factor to account for the presence or absence of redundancy in the foundations is inappropriate as this factor was developed purely from considerations of the performance of the superstructure and not the foundations as discussed in LRFD C10.5.5.2.4.

====Commentary on [[#751.37.1.5 Related Provisions|EPG 751.37.1.5 Related Provisions]]====

Use of site characterization practices that significantly depart from those currently used by MoDOT can produce substantial differences in design parameters and/or the variability of design parameters, which will lead to substantial differences in foundation reliability and failure to achieve the established target foundation reliabilities established by MoDOT. Use of the methods in these guidelines is generally restricted to design parameters established following current MoDOT site characterization practices as described in [[:Category:321 Geotechnical Engineering|EPG 321]].

===Commentary on [[#751.37.2 General Design Procedure and Limit States|EPG 751.37.2 General Design Procedure and Limit States]]===

Selection of applicable strength and serviceability limit states shall be accomplished in close consultation with the Structural Project Manager. At a minimum, the Strength I and Service I limit states should be evaluated. When multiple strength and/or service limit states are considered, the limit state producing the greatest minimum shaft dimensions shall govern the final design dimensions.

Axial geotechnical resistance will frequently control the dimensions of drilled shafts. However, lateral strength or serviceability may dictate final shaft dimensions when shafts are subjected to large lateral loads.

Note that it is possible that a shaft can be shortened from that initially determined considering only axial loads. This can occur where a shaft’s diameter must be increased to satisfy lateral strength or serviceability requirements (e.g. to increase bending/shear strength/stiffness). When this occurs, designers should revisit the relevant axial strength and axial serviceability requirements to evaluate whether a shaft of the diameter required to meet lateral serviceability requirements can be made shorter than what was originally determined for a smaller diameter shaft. One should not simply increase the diameter to satisfy the lateral loading requirements without reconsidering the shaft length. Often multiple combinations of shaft diameter and length can be made to satisfy the axial loading requirements.

Lengths of rock sockets should generally be limited to the extent possible because rock sockets commonly have substantially higher unit costs.

===Commentary on [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States]]===

Throughout EPG 751.37, factored loads are denoted as <math>\gamma Q</math>. This notation should not be taken to suggest inclusion or exclusion of specific load effects, but rather is simply intended as a convenient notation to reflect factored loads. When applying these guidelines, designers should replace <math>\gamma Q</math> with load combinations and load factors that are appropriate for the structure and limit state being considered.

Side resistance over the cased length of shaft is commonly neglected for rock-socketed shafts because the resistance is difficult to appropriately establish and because the resistance generally contributes little to the overall shaft resistance. For shafts founded exclusively in soil, the potential resistance over the cased length may provide a more substantial contribution to resistance.

Judgment should be applied when deciding whether to ignore tip resistance in karstic formations including consideration of the prevalence of voids and likelihood of encountering them during actual construction. Consideration should also be given to use of special provisions that stipulate appropriate action if voids are encountered in verification holes.

Design procedures within this article are categorized according to material type, including methods for design of shafts founded within “rock”, “weak rock”, “cohesive soil”, and “cohesionless soil”. While these categories serve to logically separate the guidelines according to design method, complexities present at some sites may lead to cases where multiple methods could potentially be used. In such cases, designers should utilize the method that is most appropriate for the conditions encountered, rather than selecting the method that produces the smallest or largest shaft dimensions.

EPG 751.37.3.1 is generally intended for use with “harder” rock materials where the frequency, orientation, and condition of rock discontinuities tend to dominate the response of the rock to loading from foundations. Such rock masses will generally be composed of rock with uniaxial compressive strengths that are greater than 100 ksf, although some exceptions to this limit could arise. Limestones and dolomites will commonly fall under this article as will many sandstones, and even a few hard shales.

EPG 751.37.3.2, EPG 751.37.3.3, EPG 751.37.3.4, and EPG 751.37.3.5 are intended for use with weaker rock where the properties of the intact rock tend to dominate performance. These articles represent alternative means for design in shales, some weak sandstones, and potentially some very stiff clays. Several alternative methods are provided because of difficulties that can arise with reliable sampling and testing of weak rock. EPG 751.37.3.2 is intended for use when the compressive strength of the rock is determined using conventional uniaxial compression tests whereas the remaining articles provide means for designing drilled shafts in weak rock based on in situ tests or index tests. Use of methods provided in these articles for materials with properties falling outside of the measurement bounds provided should be done with extreme caution as the methods may dramatically overestimate the resistance that can be realistically achieved beyond the bounds provided.

EPG 751.37.3.6 and EPG 751.37.3.7 are intended for use with cohesive and cohesionless soils, respectively. Some overlap exists between the strength limits provided in EPG 751.37.3.2 and EPG 751.37.3.6 (Note that the limits for EPG 751.37.3.2 are based on the uniaxial compressive strength whereas the limits for EPG 751.37.3.6 are based on the undrained shear strength, which is nominally one half of the compressive strength). When designing for materials that fall within this overlapping range of strengths, designers shall use the method that is most appropriate for the material encountered.

====Commentary on [[#751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (qu ≥ 100 ksf)|EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')]]====

=====Commentary on Side Resistance for Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')=====

The design method provided in this article is adapted from Horvath and Kenney (1979) based on evaluation of results from a small number of load tests performed in Missouri limestones for shafts constructed in general accordance with current MoDOT construction specifications. Analysis of this data shows that the “best fit” trend to the empirical data is similar to the Horvath and Kenny relationship.

The resistance factors provided in Figure 751.37.3.1.1 were established from probabilistic calibrations to achieve the target foundation reliabilities established by MoDOT as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, the uniaxial compressive strength of the rock, as well as the variability and uncertainty of the design method were explicitly considered in these calibrations. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty utilized for the design method were established from empirical data derived from load tests performed on test shafts constructed in general accordance with current MoDOT construction specifications. Consideration of additional load test results from test shafts not constructed following these specifications was found to lead to substantially lower required resistance factors. As such, the resistance factors provided are not generally appropriate for shafts constructed according to specifications that differ substantially from current MoDOT construction specifications.

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.4 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from within the depth range of the shaft segment being considered. However, the values used should reflect the mean and variability in the material parameters within that depth range.

=====Commentary on Tip Resistance for Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')=====

The design method provided in this article is adapted from the method presented in Wyllie (1999) to conform to the LRFD approach. The method is derived from the Hoek-Brown strength criterion (Hoek and Brown, 1988) that is commonly used to represent the strength of fractured rock masses using the rock mass parameters, ''m'' and ''s''. The resistance factors provided in Figure 751.37.3.1.2 were established from probabilistic calibrations to achieve the target foundation reliabilities as described in Abu El-Ela et al. (2011) and are identical to those provided in EPG 751.38.3.1 for bearing resistance of spread footings on fractured rock. These calibrations were conducted with explicit consideration of variability and uncertainty present for dead load, live load, uniaxial compressive strength, and the design method itself (i.e. a “method” uncertainty). The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty in the design method was conservatively estimated utilizing the likely range of m and s values expected for a particular condition.

Unfortunately, empirical data to evaluate design methods for predicting the ultimate tip resistance of drilled shafts in fractured rock are not presently available. As such, the variability and uncertainty attributed to the design method was conservatively estimated as a matter of prudence. One consequence of this conservatism is that the factored tip resistance predicted for foundations designed according to EPG 751.37.3.1 may, in some cases, be less than the factored tip resistance predicted according to EPG 751.37.3.2 for rock that might be considered to have lower quality. This consequence is a reflection of the lack of data available to confirm the predicted resistance using the prescribed method, and thus the limited reliability of the method, rather than an indication that the tip resistance will actually be less than that for lesser rock. Future research to measure the ultimate tip resistance for drilled shafts in fractured rock could dramatically improve the accuracy and reliability of these methods, which in turn would dramatically improve the efficiency of foundation designs for fractured rock. This consequence also suggests that site specific load tests could potentially improve foundation efficiency in some cases while still maintaining the target reliability.

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.5 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math>, <math>COV_{\overline{q_u}}</math>, ''m'' and ''s'' do not have to be established exclusively from tests or observations performed for rock specimens taken from within the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

Several methods are available for establishing appropriate values of ''GSI'' for specific rock masses. Equation 751.37.3.8 represents a generally rigorous approach for determination of ''GSI'' that should be used when available measurements and observations allow for establishing Rock Mass Rating system ratings and when these ratings produce ''RMR'' greater than 25. In cases where such measurements and observations are not available, or where ''RMR'' is less than 25, ''GSI'' values can be estimated using the qualitative chart shown in Fig. Commentary 751.37.3.1.1 based on the work of Marinos and Hoek (2000). Figs. Commentary 751.37.3.1.2, Commentary 751.37.3.1.3 and Commentary 751.37.3.1.4 provide additional guidance for qualitative selection of GSI for typical sandstones, shales and limestones from the chart.

In cases where ''GSI'' cannot be rationally determined, it is also possible to directly estimate approximate values for the rock mass parameters ''m'' and ''s'' from Table Commentary 751.37.3.1 using qualitative descriptions of the rock mass. The values provided in Table Commentary 751.37.3.1 will generally be less than values that will be produced using Equations 751.37.3.6 and 751.37.3.7. This result is because the values in Table Commentary 751.37.3.1 were established under the assumption that excavation-induced damage will occur (i.e. that the Hoek and Brown damage factor, ''D'', is equal to 1) while Equations 751.37.3.6 and 751.37.3.7 were established assuming that no significant excavation-induced damage will occur (i.e. that ''D'' = 0). Since significant excavation-induced damage is unlikely to occur for shafts excavated using conventional construction techniques, the values provided in Table Commentary 751.37.3.1 will be conservative. It is also important to point out that ''m'' and ''s'' can be roughly interpolated from the values provided in Table Commentary 751.37.3.1 for conditions falling between those listed.

[[image:751.38.4.2.jpg|center|700px|thumb|<center>'''Fig. Commentary 751.37.3.1.1 Graphic for estimation of geological strength index (GSI) in rock (from Marinos and Hoek, 2000).'''</center>]]

[[image:Commentary 751.38.4.1.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.2 Graphic for illustrating typical ranges for geological strength index (GSI) of sandstone (from Marinos and Hoek, 2000). '''</center>]]

[[image:Commentary 751.38.4.2.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.3 Graphic for illustrating typical ranges for geological strength index (GSI) of siltstone, claystone, and clay shale (from Marinos and Hoek, 2000).'''</center>]]

[[image:Commentary 751.38.4.3.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.4 Graphic for illustrating typical ranges for geological strength index (GSI) of limestone (from Marinos and Hoek, 2000). '''</center>]]

[[image:Table Commentary 751.38.3.1.jpg|center|750px|thumb|<center>'''Table Commentary 751.37.3.1 Approximate values for rock material constants for rock masses of varying quality (from AASHTO, 2009; after Hoek and Brown, 1988'''</center>]]

Methods provided in this subarticle are not appropriate for use with uniaxial compressive strengths estimated from Point Load Index tests or from other empirical correlations. Use of correlations for estimation of uniaxial compressive strength introduces additional variability into the relation among rock mass parameters, uniaxial compressive strength, and side and tip resistance that is not accounted for in the resistance factors provided. Use of compressive strengths derived from Point Load Index values or other correlations is therefore not appropriate for application of the provisions of this subarticle. It is possible to develop resistance factors that would be appropriate for such use, but such calibrations have not been completed at this time.

====Commentary on [[#751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ qu ≤ 100 ksf)|EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤ 100 ksf'')]]====

Several alternative methods are provided to estimate side resistance for shafts founded in weak rock. Any of these alternatives may be used depending upon the site characterization data that are available. All methods provided are intended to produce shafts with reliabilities that are approximately equal to the established target reliability for the operational importance utilized. However, the methods will not necessarily produce shafts with identical dimensions so designers are encouraged to consider potential efficiencies that can be realized from utilization of the alternative methods. It is currently anticipated that methods in EPG 751.37.3.2 will produce the most cost-effective drilled shafts from among the methods provided. However, additional experience with the different provisions is needed to confirm this belief.

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), and Miller (2003). The resistance factors provided in Figures 751.37.3.1.3 and 751.37.3.1.4 were established from probabilistic calibrations to achieve established target reliabilities as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, and uniaxial compressive strength were explicitly considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty for the empirical design method were established from statistical analysis of the empirical data as described in Loehr et al. (2011b).

Uniaxial compressive strengths established from Point Load Index tests or from other empirical correlations are not appropriate for use with the methods provided in this subarticle. Use of correlations for estimation of uniaxial compressive strength introduces additional variability and uncertainty into the relations among uniaxial compressive strength and side and tip resistance that is not accounted for in the resistance factors provided. Use of compressive strengths derived from Point Load Index values or other correlations is therefore not appropriate for application of the provisions of this subarticle. Methods provided in EPG 751.37.3.5 shall be used to design drilled shafts using results from Point Load Index tests.

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤100 ksf'')=====

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.9 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.9 is limited to be less than 30 ksf because predictions resulting from use of the equation for ''q<sub>u</sub> ≥ 100 ksf'' will often exceed what can be reliably mobilized for large uniaxial compressive strengths.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤ 100 ksf'')=====

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.10 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from within the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.10 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''q<sub>u</sub> ≥ 100 ksf'' will often exceed what can be reliably mobilized for large uniaxial compressive strengths.

====Commentary on [[#751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (Neq ≤ 400 blows/ft)|EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), Pierce et al. (2011), and Miller (2003). The resistance factors provided in Figures 751.37.3.5 and 751.37.3.6 were established from probabilistic calibrations to achieve established target reliabilities as described in Pierce et al. (2011). The variability and uncertainty present for dead load, live load, and equivalent SPT ''N''-value were explicitly considered in the calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty for the empirical design method was established from statistical analysis of the empirical data as described in Pierce et al. (2011).

“Equivalent N-value” is used in these guidelines because, strictly speaking, the value used is not a true SPT ''N''-value. Common practice is to limit the number of hammer blows in SPT measurements to approximately 50 blows in 6 inches (depending upon the energy rating of the hammer). As such, ''N''-values greater than 100 blows per foot are not reported. Rather, when tests fail to penetrate at least 6 inches, the penetration achieved for 50 blows is reported to reflect the relative strength and stiffness of the test material. In such cases, the “equivalent” N-value is calculated as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>N_{eq} = 12 \cdot \frac{b}{p}</math>||align="center"| (dimensionless)||align="right"|Equation Commentary 751.37.3.1
|}

where:

:N<sub>eq</sub> = “equivalent SPT N-value” (blows/foot),

:b = number of blows applied (blows) and

:p = measured penetration of Standard sampler (inches).

When tests successfully penetrate 6 in. during one testing increment but subsequently fail to penetrate 6 in. during a successive increment, the equivalent ''N''-value shall be computed using the combined number of blows and combined penetration of both testing increments. While N<sub>eq</sub> is not strictly an SPT ''N''-value, its use is consistent with current MoDOT practice and, since it was used as the basis for calibration of the methods of this article, is appropriate for use in design.

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')=====

The coefficient of variation for the mean equivalent SPT ''N''-value used in Equation 751.37.3.11 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> of the equivalent ''N''-value as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{N_{eq}}</math> and <math>COV_{\overline{N_{eq}}}</math> do not have to be established exclusively from tests performed over the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.11 is limited to be less than 30 ksf because predictions resulting from use of the equation for N_eq≥400 blows/foot will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')=====

The coefficient of variation for the mean equivalent SPT ''N''-value used in Equation 751.37.3.12 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> of the equivalent ''N''-value as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{N_{eq}}</math> and <math>COV_{\overline{N_{eq}}}</math> do not have to be established exclusively from tests performed over the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.12 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''N<sub>eq</sub> ≥ 400 blows/ft.'' will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)|EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤ 10 in.)]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), Pierce et al. (2011), and Miller (2003). The resistance factors provided in Figures 751.37.3.4.1 and 751.37.3.4.2 were established from probabilistic calibrations to achieve established target reliabilities as described in Pierce et al. (2011). The variability and uncertainty present for dead load, live load, and Texas Cone Penetration test penetration were considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty for the empirical design method was established from statistical analysis of the empirical data as described in Pierce et al. (2011).

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤10 in.)=====

Resistance factors to produce the established target reliabilities from mean TCP values actually vary slightly depending on the magnitude of the mean ''TCP''-value. However, since the differences observed in resistance factors were small, average values determined over the range of potential ''TCP''-values (1 in. ≤ ''TCP'' ≤10 in.) were used as a practical simplification.

The coefficient of variation for the mean ''TCP''-value used in Equation 751.37.3.13 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{TCP}</math> and <math>COV_{\overline{TCP}}</math> do not have to be established exclusively from tests performed over the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.13 is limited to be less than 30 ksf because predictions resulting from use of the equation for ''TCP ≥ 10 in.'' will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤ 10 in.)=====

Resistance factors to produce the established target reliabilities from mean ''TCP'' values actually vary slightly depending on the magnitude of the mean ''TCP''-value. However, since the differences observed in resistance factors were small, average values determined over the range of potential ''TCP''-values (1 in. ≤ ''TCP'' ≤ 10 in.) were used as a practical simplification.

The coefficient of variation for the mean ''TCP''-value used in Equation 751.37.3.14 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{TCP}</math> and <math>COV_{\overline{TCP}}</math> do not have to be established exclusively from tests performed over the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.14 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''TCP ≥ 10 in.'' will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ Is(50) ≤ 40 ksf)|EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)''</sub> ≤ 40 ksf)]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), and Miller (2003). The resistance factors provided in Figures 751.37.3.5.1 and 751.37.3.5.2 were established from probabilistic calibrations to achieve established target reliabilities as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, and Point Load Index were explicitly considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty for the empirical design method were established from statistical analysis of the empirical data as described in Loehr et al. (2011b).

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)</sub>'' ≤ 40 ksf)=====

The coefficient of variation for mean Point Load Index values used in Equation 751.37.3.15 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {I_{s(50)}}</math> and <math>COV_{\overline{I_{s(50)}}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.15 is limited to be less than 30 ksf because predictions resulting from use of the equation for <math>\overline {I_{s(50)}}</math> ≥ 40 ksf will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)</sub>'' ≤ 40 ksf)=====

The coefficient of variation for mean Point Load Index values used in Equation 751.37.3.16 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {I_{s(50)}}</math> and <math>COV_{\overline{I_{s(50)}}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.16 is limited to be less than 400 ksf because predictions resulting from use of the equation for <math>\overline {I_{s(50)}}</math> ≥ 40 ksf will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (su ≤ 5 ksf)|EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)]]====

=====Commentary on Side Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)=====

The design method and resistance factors provided in this article were established from probabilistic calibrations performed using empirical data from Kulhawy and Jackson (1993) and analyses of variability by Phoon and Kulhawy (2005). Equation 751.37.3.18 was established from analysis of the data from Kulhawy and Jackson (1993), with curve fitting constraints to keep the relationship simple.

The resistance factors provided in this article should be considered approximate at this time for two reasons. The first reason is that the calibrations were performed using the variability of the measurements of unit side resistance, rather than the variability of predictions for unit side resistance. The result of this approximation is to generally underestimate the variability of unit side resistance and therefore to overestimate the resistance factors needed to achieve a given target reliability. This approximation is believed to be acceptable on an interim basis because the magnitude of the error is believed to be small since the data set is relatively large and the magnitude of this error decreases with the size of the data set. The second reason is that the empirical data upon which the resistance factors were derived were based on load tests performed on shafts that were not necessarily constructed following current MoDOT construction specifications. This does not necessarily mean that the results are not representative of results that would be obtained if the shafts were constructed following MoDOT specifications, but it does introduce some additional variability and uncertainty because the effect of construction methods is unknown. Such additional variability and uncertainty was not included in the calibrations performed to establish the resistance factors provided. MoDOT currently designs very few drilled shafts that derive substantial resistance from side shear in cohesive soils. However, more rigorous calibration of these resistance factors should nevertheless be performed to improve the precision of designs conducted using these provisions.

The resistance factors provided in this article are based on the assumption that measurements of undrained shear strength will accurately reflect the actual undrained shear strength in the field. Use of undrained shear strength values established from approximations or from index tests such as hand-held penetrometer tests, Torvane tests, or Standard Penetration Tests will introduce additional variability and uncertainty into the design that is currently not reflected in the resistance factors provided. As such, it is not generally appropriate to use such approximations for estimating undrained shear strength for use in these provisions. At a minimum, undrained shear strengths should be established based on unconfined compression tests performed on specimens acquired using good quality boring techniques and good quality “undisturbed” sampling with thin walled samplers. It is preferable to perform unconsolidated-undrained type triaxial tests or consolidated-undrained type triaxial tests to establish undrained shear strength values for use in these provisions.

The coefficient of variation for the mean undrained shear strength used in Equations 751.37.3.17 and 751.37.3.18 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {s_u}</math> and <math>COV_{\overline {s_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

=====Commentary on Tip Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)=====

The design method provided is currently unchanged from prior MoDOT guidance. Resistance factors provided in this article are revised from prior versions of the EPG. These resistance factors were established from probabilistic calibrations and are identical to those provided for bearing capacity of spread footings in cohesive soils in EPG 751.38.3.3.

The coefficient of variation for the mean undrained shear strength used in Equation 751.37.3.19 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {s_u}</math> and <math>COV_{\overline {s_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The resistance factors provided in this article are based on the assumption that measurements of undrained shear strength will accurately reflect the actual undrained shear strength in the field. Use of undrained shear strength values established from approximations or from index tests such as hand-held penetrometer tests, Torvane tests, or Standard Penetration Tests will introduce additional variability and uncertainty into the design that is currently not reflected in the resistance factors provided. As such, it is not generally appropriate to use such approximations for estimating undrained shear strength for use in these provisions. At a minimum, undrained shear strengths should be established based on unconfined compression tests performed on specimens acquired using good quality boring techniques and good quality “undisturbed” sampling with thin walled samplers. It is preferable to perform unconsolidated-undrained type triaxial tests or consolidated-undrained type triaxial tests to establish undrained shear strength values for use in these provisions.

====Commentary on [[#751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]====

=====Commentary on Side Resistance for Drilled Shafts in Cohesionless Soils=====

This subarticle is unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shafts in cohesionless soils have not been completed at this time.

=====Commentary on Tip Resistance for Drilled Shafts in Cohesionless Soils=====

This subarticle is unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shafts in cohesionless soils have not been completed at this time.

====Commentary on [[#751.37.3.8 Geotechnical Resistance from Load Tests|EPG 751.37.3.8 Geotechnical Resistance from Load Tests]]====

This subarticle is unchanged from prior versions of the EPG. Probabilistic calibrations for drilled shafts designs incorporating results from load tests have not been completed at this time. Additional study of available results for load tests in Missouri will likely lead to revision of appropriate resistance factors for use when load tests are performed.

====Commentary on [[#751.37.3.9 Evaluation of Group Effects|EPG 751.37.3.9 Evaluation of Group Effects]]====

Two potential effects arise when drilled shafts are installed in groups with relatively close spacing. The first, and most commonly referenced effect is that there is potential for the cumulative resistance for all shafts in the group to be less than the sum of the individual shaft resistances. Such effects are commonly referred to as “group effects” in the geotechnical literature and have been traditionally accounted for using the methods provided in this article.

The second effect relates to the reliability of a group of shafts relative to the reliability of individual shafts. In general, the reliability of a group of drilled shafts will be greater than that of an individual shaft with the same resistance because groups benefit from “averaging” of shaft resistance, which tends to make their collective resistance more reliable than the resistance from an individual shaft. The resistance factors provided in these guidelines are those that produce the target foundation reliabilities ''for individual shafts''. As such, use of these resistance factors for groups of shafts will tend to produce foundations that are more reliable than the established target reliabilities. No explicit account is made for this effect in the current guidelines, but designers should be aware of this issue. Additional study is needed to allow for this effect to be properly reflected in LRFD methods.

This also raises the issue of redundancy factors, generally denoted as ''η<sub>R</sub>'', in LRFD 1.3.4. The LRFD redundancy factor has been a source of confusion for foundation design, especially given that group efficiency factors are also denoted as ''η''. Use of the redundancy factor to account for the presence or absence of redundancy in the foundations is inappropriate as this factor was developed purely from considerations of the performance of the superstructure and not the foundations as discussed in LRFD C10.5.5.2.4. LRFD 10.5.5.2.4 indicates that resistance factors provided in AASHTO (2009) should be reduced by 20 percent for non-redundant foundations to account for the lack of redundancy. Such reductions should <u>not</u> be applied to the resistance factors provided in these guidelines as the resistance factors were established considering the reliability of individual shafts. While one could conversely argue that the resistance factors provided in these guidelines should therefore be increased by 20 percent for redundant foundations, such a position does not seem justified without additional study and verification that such application is in fact appropriate.

When mixed soil profiles are present, the specific approach utilized for evaluation of group effects shall be based on the soil/rock type that provides the greatest contribution to resistance. For example, for a shaft group founded in rock overlain by cohesive soil, group effects shall be evaluated following the guidelines provided for rock since the shaft resistance will be predominantly derived from side resistance and tip resistance in the rock.

=====Commentary on Group Effects in Cohesionless Soils=====

The provisions provided in this article for cohesionless soils are drawn from the AASHTO LRFD Bridge Design Specification (AASHTO, 2009). Group efficiency factors for drilled shafts in cohesionless soils are generally less than one to account for potential loosening of the soil during shaft excavation and potential for overlapping stresses surrounding the shafts. This is contrary to what is observed for driven piles in most cohesionless soils, where group efficiency factors are commonly greater than one because of densification of the cohesionless soils during pile driving.

=====Commentary on Group Effects in Cohesive Soils=====

No probabilistic calibrations of the “equivalent pier” approach have been performed by MoDOT at this time. The resistance factor provided in this subarticle for evaluation of the equivalent pier is taken from the AASHTO LRFD Bridge Design Specification (AASHTO, 2009). The resistance factor for evaluation of the equivalent pier shall be applied to the total resistance of the equivalent pier (side resistance and tip resistance).

The resistance factors for summation of the individual shaft resistances shall be applied separately for side resistance and tip resistance based on the resistance factors provided in these guidelines for the appropriate soil/rock type(s).

=====Commentary on Group Effects in Rock=====

Few data are available to quantify group effects for shafts founded in rock or shafts founded in stratified soil/rock. The provisions provided for rock are based on considerable judgment drawn from discussions with a number of foundation designers and researchers.

===Commentary on [[#751.37.4 Design for Axial Loading at Serviceability Limit States|EPG 751.37.4 Design for Axial Loading at Serviceability Limit States]]===

The provisions of this article were developed to limit foundation settlements to be less than generally tolerable levels of settlement with some target reliability. Target reliability levels for service limit states are substantially less than target reliability levels for strength limit states because the consequences associated with serviceability limit states are substantially less than consequences for strength limit state conditions. The ramification of these facts is that some foundations designed according to these guidelines may experience settlements that exceed tolerable settlements in some instances. The frequency of foundations settling more than tolerable limits should approach the established target probabilities of exceedance when considered over a large number of projects. In cases where actual foundation settlements are observed to exceed tolerable limits, appropriate remedial measures shall be applied to the foundation(s) and/or the structure that it is supporting so that appropriate reliability is maintained.

Tolerable settlements used throughout these provisions were established from theoretical considerations and empirical observations of bridge performance based on the work of Moulton (1984) and Duncan and Tan (1991). Three different serviceability conditions corresponding to different levels of required maintenance and repair were initially considered:

:1) minor damage generally corresponding to the theoretical onset of deck cracking (Duncan and Tan, 1991),

:2) more significant damage corresponding to the onset of structural distress based on empirical observations by Moulton (1986) and

:3) major damage corresponding to theoretical overstress of the bridge superstructure (Moulton, 1986).

Target reliabilities for each of these conditions were established based on economic analyses described in Bowders et al. (2011). Comparative analyses for typical design conditions were then performed to evaluate the alternative serviceability conditions. Results of these analyses generally indicate that the first serviceability condition, corresponding to minor damage, tends to control foundation dimensions. These guidelines therefore only require evaluation of this condition (the others being presumed to be inherently satisfied based on the analyses performed).

Based on this work, tolerable settlements are established according to an angular distortion, defined as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>A = \frac{\Delta}{s} \le 0.0021</math>||align="center"| (dimensionless)||align="right"|Equation Commentary 751.37.4.1
|}

where :

:''A'' = angular distortion (dimensionless),

:''∆'' = differential settlement between adjacent bridge bents (consistent units of length),

:''S'' = span between adjacent bridge bents (consistent units of length).

This limiting value of angular distortion is based on theoretical consideration of the onset of deck cracking (Duncan and Tan, 1991). This limit is explicitly included in the methods provided throughout EPG 751.37.

The target probabilities of exceedance reflected in the resistance factors provided in EPG 751.37 correspond to the target values established by MoDOT based on economic considerations. While use of alternative limits for tolerable settlement is possible, such use is not strictly appropriate since the target probabilities adopted by MoDOT for different classes of operational importance were established based on consequences associated with the limit provided in Equation Commentary 751.37.4.1. Other limits would generally require different target probabilities, and thus different resistance factors to achieve the same economic balance.

When results of evaluations performed for these provisions require that shaft dimensions be increased, designers should recognize that it has traditionally been more cost effective to increase the length of drilled shafts rather than increase the diameter of the shafts.

====Commentary on [[#751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]====

The provisions of EPG 751.37.4.1 are based on an approximate load-settlement curve illustrated in Fig. Commentary 751.37.4.1.1. The load-settlement curve is established considering factored side and tip resistance values that account for variability and uncertainty associated with the nominal side and tip resistance and associated with mobilization of side and tip resistance. The following assumptions are also made:

:* the shaft can be considered as practically rigid over the length of the shaft where significant side resistance is mobilized so that side resistance and end resistance are simultaneously mobilized;

:* side and tip resistance are mobilized according to the bi-linear curves shown in Fig. Commentary 751.37.4.1.2;

:* ultimate side resistance is fully mobilized at shaft displacements of 0.5 percent of the shaft diameter and

:* ultimate tip resistance is fully mobilized for shaft displacements of 5 percent of the shaft diameter.

[[image:Commentary 751.37.4.1.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.1.1 Approximate load-settlement curve used for estimation of drilled shaft settlement using approximate method.'''</center>]]

[[image:Commentary 751.37.4.2.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.1.2 Presumed load-settlement relationships for side and tip resistance for estimation of drilled shaft settlement using approximate method.'''</center>]]

Based on these assumptions, the approximate factored load-settlement curve can be constructed by establishing the factored resistance and associated settlement values at the points designated as “a” and “b” in Fig. Commentary 751.37.4.1.1. The mobilized factored resistance at point a is computed as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|''R<sub>aR</sub> = R<sub>sR</sub> + 0.1 R<sub>pR</sub>''||align="center"| (consistent units of force)||align="right"|Equation Commentary 751.37.4.2
|}

where:

:''R<sub>aR</sub>'' = factored total resistance at point a (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force) and

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force).

The corresponding settlement at point a is taken to be:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_a = 0.005 \cdot D</math>||align="center"| (consistent units of length)||align="right"|Equation Commentary 751.37.4.3
|}

where:

:''δ<sub>a</sub>'' = settlement corresponding to point a (consistent units of length) and

:''D'' = shaft diameter (consistent units of length).

The mobilized factored resistance at point b is computed as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|''R<sub>bR</sub> = R<sub>sR</sub> + R<sub>pR</sub>''||align="center"| (consistent units of force)||align="right"|Equation Commentary 751.37.4.4
|}

where:

:''R<sub>bR</sub>'' = factored total resistance at point b (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force) and

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force).

The corresponding settlement at point b is taken to be
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_b = 0.05 \cdot D</math>||align="center"| (consistent units of length)||align="right"|Equation Commentary 751.37.4.5
|}

where:

:''δ<sub>b</sub>'' = settlement corresponding to point b (consistent units of length) and

:''D'' = shaft diameter (consistent units of length).

The factored settlement due to a factored service load can then be determined by interpolation from the approximate load-settlement curve. Equations Commentary 751.37.4.3 and Commentary 751.37.4.4 produce such interpolated values with an additional term being added to account for elastic compression of the unsupported length of the shaft. For the purposes of this provision, the unsupported length shall be taken to be the length of shaft over which side resistance is neglected.

As has been done throughout these guidelines, factored loads are denoted using <math>\gamma Q</math> as a general reference to factored loads. This notation should not be taken to imply inclusion or exclusion of any specific load effects or load combinations, but rather is simply intended as a convenient notation to reflect factored loads. When applying these provisions of the guidelines, designers should replace <math>\gamma Q</math> with the appropriate load combinations and load factors for the relevant limit state. For this article, such load combinations and load factors should correspond to the appropriate serviceability limit state in which load factors are generally taken to be 1.0.

The modulus of elasticity used in Equation 751.37.4.7 should reflect the composite modulus for the shaft including the concrete and reinforcing steel.

The settlement resistance factor for elastic compression is placed in the denominator of Equation 751.37.4.7 as a matter of choice so that resistance factors are less than 1.0 as is conventionally assumed.

Settlement resistance factors for elastic compression provided in Table 751.37.4.1 were developed from probabilistic analyses performed considering the variability in the dead and live loads, the variability in concrete modulus, and the variability in the shaft area. The variability used for dead and live loads was taken from Kulicki et al. (2007). Variabilities in concrete modulus and shaft area were estimated from preliminary results of an ongoing study of the variability of these parameters (Tyler, 2010). Because these estimates are preliminary, it is likely that the settlement resistance factors for elastic compression can be refined with additional study of the variability of concrete modulus and shaft area.

The resistance factors provided in Figures 751.37.4.1.1 through 751.37.4.1.12 were established from preliminary probabilistic calibrations to achieve established target reliabilities as described in Vu and Loehr (2011). Considerable judgment was applied in development of these resistance factors in an effort to make these guidelines as comprehensive as possible. However, the resistance factors should be considered as rational but preliminary design values that can be dramatically improved through more comprehensive analysis of available full-scale load test results. The resistance factors provided were established with explicit consideration of the variability and uncertainty present for dead and live loads, for the nominal side and tip resistance, and for the anticipated mobilization of side and tip resistance. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty in the nominal side and tip resistances were established from statistical analysis of the empirical data as described in Loehr et al. (2011b). Variability and uncertainty in mobilization of side and tip resistance were estimated from preliminary analysis of results from a limited number of full-scale load tests. Additional study of the serviceability provisions of these guidelines should include more rigorous analysis of available load test data to establish improved models for load transfer in different types of materials, re-calibration of resistance factors for both the approximate method and t-z method provided in the guidelines, as well as consideration of alternative simplified and closed-form methods for prediction of settlements for drilled shafts (e.g. Vesic, 1977; Chen and Kulhawy, 2002; Mayne and Harris, 1993; O’Neill et al, 1996; etc.).

Probabilistic calibration of resistance factors for settlement of individual drilled shafts in cohesionless soils have not been completed at this time. Settlement evaluations should therefore be conducted according to current AASHTO LRFD Bridge Design Specifications. However, it is important to note that such designs will not generally produce the target probabilities established by MoDOT.

====Commentary on [[#751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method|EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method]]====

The settlement resistance factors used in the provisions of this article are akin to ''t''-multipliers for ''t-z'' models and ''q''-multipliers for ''q-w'' models, where the respective multipliers are selected to produce the target reliabilities for settlement established by MoDOT, as illustrated in Fig. Commentary 751.37.4.2. Application of resistance factors for use in commercial specialty software or spreadsheet programs therefore requires no special capabilities beyond that required for conventional analyses.

The program TZPile© is commercially available through Ensoft, Inc. Other similar programs are also commercially available from other vendors.

The modulus of elasticity used in the ''t-z'' analyses should reflect the composite modulus for the shaft including the concrete and reinforcing steel.

Elastic compression of shafts is inherently included in results of ''t-z'' analyses so no additional account shall be made for elastic compression of the shaft.

Results of preliminary analyses suggest that the variability and uncertainty associated with the shaft stiffness (''EA'') used in ''t-z'' analyses can be substantial (Tyler, 2010). For this version of the guidelines, the decision was made to combine the variability and uncertainty associated with shaft stiffness together with other sources of variability and uncertainty rather than to consider it separately. This decision simplifies use of the provisions, but does not allow for explicit accounting of the effects of the variability in shaft stiffness. Further study is needed to determine whether this position is a prudent one or whether separate resistance factors should be applied to shaft stiffness to allow the effect to be isolated.

[[image:Commentary 751.37.4.3.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.2 Illustration of unfactored and factored t-z models for estimation of drilled shaft settlement using t-z method.'''</center>]]

The resistance factors provided in Figures 751.37.4.2.1 through 751.37.4.2.12 were established from preliminary probabilistic calibrations to achieve established target reliabilities as described in Vu and Loehr (2011). Considerable judgment was applied in development of these resistance factors in an effort to make these guidelines as comprehensive as possible. However, the resistance factors should be considered as rational but preliminary design values that can be dramatically improved through more comprehensive analysis of available full-scale load test results. The resistance factors provided were established with explicit consideration of the variability and uncertainty present for dead and live loads, for the nominal side and tip resistance, and for the anticipated mobilization of side and tip resistance. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty in the nominal side and tip resistances were established from statistical analysis of the empirical data as described in Loehr et al. (2011b). Variability and uncertainty in mobilization of side and tip resistance were estimated from preliminary analysis of results from a limited number of full-scale load tests. Additional study of the serviceability provisions of these guidelines should include more rigorous analysis of available load test data to establish improved models for load transfer in different types of materials, re-calibration of resistance factors for both the approximate method and t-z method provided in the guidelines, as well as consideration of alternative simplified and closed-form methods for prediction of settlements for drilled shafts (e.g. Vesic, 1977; Chen and Kulhawy, 2002; Mayne and Harris, 1993; O’Neill et al, 1996; etc.).

Model specific calibrations for individual ''t-z'' and ''q-w'' models have not been completed at this time. The resistance factors provided in these guidelines were established from preliminary calibrations for several simplified models. While the resistance factors produced from these calibrations, and provided in these guidelines, represent a rational design position, additional research is needed to refine these calibrations to reflect specific ''t-z'' and ''q-w'' models for different soil/rock types. Such calibrations are likely to increase the settlement resistance factors, which will improve the efficiency of drilled shafts designed according to these guidelines if serviceability controls the shaft dimensions.

Probabilistic calibration of resistance factors for settlement of individual drilled shafts in cohesionless soils have not been completed at this time. Settlement evaluations should therefore be conducted according to current AASHTO LRFD Bridge Design Specifications. However, it is important to note that such designs will not generally produce the target probabilities established by MoDOT.

====Commentary on [[#751.37.4.3 Settlement of Drilled Shafts in Groups|EPG 751.37.4.3 Settlement of Drilled Shafts in Groups]]====

=====Commentary on Settlement of Shaft Groups in Cohesive Soils=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesive soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Cohesionless Soils Using Standard Penetration Test Measurements=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesionless soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Cohesionless Soils Using Cone Penetration Test Measurements=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesionless soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Rock=====

This subarticle is new to the EPG, but relies exclusively on methods and resistance factors established for other provisions of the EPG.

===Commentary on [[#751.37.5 Design for Lateral Loading at Strength and Service Limit States|EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States]]===

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for laterally loaded shafts have not been completed at this time.

===Commentary on [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6 Structural Resistance of Drilled Shafts]]===

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions.

The LRFD requirement that reinforcing steel extend 10 feet below the point of fixity shall not be taken to imply that rock sockets shall be a minimum of 10 feet long. This provision is intended to ensure that reinforcing steel extends beyond where significant bending may be encountered in the shaft, the location of which if not coincident with the point of fixity (pof) but higher than the pof may provide reasoning for using a lesser but adequate development length for a lesser bending moment at the pof and hence a shorter socket length., Regardless, reinforcement shall be provided for the full length of the shaft.

===Commentary on [[#751.37.7 References|EPG 751.37.7 References]]===
AASHTO (2009), ''AASHTO LRFD Bridge Design Specification: Customary U.S. Units'', American Association of State Highway and Transportation Officials, Fourth Edition with 2008 and 2009 Interim Revisions.

Abu El-Ela, A.A., J.J. Bowders, and J.E. Loehr (2011), ''Calibration of LRFD Resistance Factors for Design of Spread Footings in Hard and Soft Rock'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Bowders, J.J., J.E. Loehr, and D.R. Huaco (2011),'' MoDOT Transportation Geotechnics Research Program: Development of Target Reliabilities for MoDOT Bridge Foundations and Earth Slopes'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Chen, Y-J, and F.H. Kulhawy (2002), “Evaluation of Drained Axial Capacity for Drilled Shafts,” ''Deep Foundations 2002: An International Perspective on Theory, Design, Construction, and Performance'', Geotechnical Special Publication No. 116, M.W. O’Neill and F.C. Townsend, Editors, ASCE, Reston, VA, pp. 1200-1214.

Duncan, J.M., and C.K. Tan (1991), “Part 5 – Engineering Manual for Estimating Tolerable Movements for Bridges,” in ''Manuals for the Design of Bridge Foundations'', NCHRP Report 343, by R.M. Barker, J.M. Duncan, K.B. Rojiani, P.S.K. Ooi, C.K. Tan, and S.G. Kim, Transportation Research Board, pp. 219-228.

Hoek, E., and E.T. Brown (1988), “The Hoek-Brown Failure Criterion – A 1988 Update,” ''Proceedings of the 15<sup>th</sup> Canadian Rock Mechanics Symposium'', Toronto, Canada.

Hoek, E. and E.T. Brown (1997), “Practical Estimates of Rock Mass Strength,” ''International Journal of Rock Mechanics and Mining Sciences'', Vol. 34, No. 8, Elsevier, pp. 1165-1186.

Horvath, R.G., and T.C. Kenney (1979), “Shaft Resistance of Rock Socketed Drilled Piers,” ''Proceedings of the Symposium on Deep Foundations'', ASCE, pp. 182-214.

Kulicki, J.M., Z. Prucz, C.M. Clancy, D.R. Mertz, and A.S. Nowak (2007),'' Updating the Calibration Report for AASHTO LRFD Code'', Final Report for NCHRP Project 20-7/186, AASHTO, 125 pp.

Loehr, J.E., B.L. Rosenblad, and T.T. Vu (2011a), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Interpretation Report, Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Loehr, J.E., S.A. Grant, and B.L. Rosenblad (2011b), Calibration of Resistance Factors for Design of Drilled Shafts at Strength Limit States Using Laboratory Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Mayne, P.W., and D.E. Harris (1993), ''Axial Load-Displacement Behavior of Drilled Shaft Foundations in Piedmont Residuum'', FHWA Reference Number 41-30-2175, Georgia Tech Research Corporation, Atlanta, GA.

Miller, A.D. (2003), ''Prediction of Ultimate Side Shear for Drilled Shafts in Missouri Shales'', thesis presented to the faculty of the University of Missouri in partial fulfillment of the requirements for M.S. degree, 266 pp.

Moulton, L.K. (1986), ''Tolerable Movement Criteria for Highway Bridges'', Report No. FHWA-TS-85-228, Federal Highway Administration, McLean, VA, 93 pp.

O'Neill, M.W., F.C. Townsend, K.H. Hassan, A. Buller, and P.S. Chan (1996), ''Load Transfer for Drilled Shafts in Intermediate Geomaterials'', Publication No. FHWA-RD-95-171, Federal Highway Administration, McLean, VA, 184 pp.

O’Neill, M.W., and L.C. Reese (1999), ''Drilled Shafts: Construction Procedures and Design Methods'', Report No. FHWA-IF-99-025, Federal Highway Administration, McLean, VA, 758 pp.

Phoon, K.K., and F.H. Kulhawy (2005), “Characterization of Model Uncertainties for Drilled Shafts Under Undrained Axial Loading,” ''Contemporary Issues in Foundation Engineering'', Proceedings of Sessions from the Geo-Frontiers 2005 Congress, Austin, Texas, ASCE Geo-Institute, GSP 131.

Pierce, M.D., J.E. Loehr, and B.L. Rosenblad (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Strength Limit States Using In situ Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Rosenblad, B.L., J.E. Loehr, M.D. Pierce, S.A. Grant, and K.D. Murphy (2011), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Data Report'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Turner, J.P. (2006), ''Rock-socketed Shafts for Highway Structure Foundations'', NCHRP Synthesis 360, Transportation Research Board, 136 pp.

Tyler, H.L. (2010), ''Influence of Parameter Variability on Side Shear Values Determined from O-Cell Testing of Drilled Shafts'', report presented to the University of Missouri in partial fulfillment of the requirements for M.S. Degree.

Vu, T.T., and J.E. Loehr (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Serviceability Limit States'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Vesic, A.S. (1977), ''NCHRP Synthesis 42: Design of Pile Foundations'', Transportation Research Board, National Research Council, Washington, D.C., 68 pp.

Wyllie, D.C. (1999), ''Foundations on Rock'', E & FN Spon, Second Edition, 401 pp.

[[Category:751 LRFD Bridge Design Guidelines]]

751.37 Drilled Shafts

2026-01-15T17:16:58Z

Hoskir: /* 751.37.3 Design for Axial Loading at Strength Limit State */ fixing math errors

==751.37.1 General==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1 General|Commentary for EPG 751.37.1 General''']]
|}
These guidelines address procedures for design of drilled shafts used as foundations for bridge piers, bridge abutments, roadway signs, and other miscellaneous structures. The guidelines were established following load and resistance factor design (LRFD) concepts. The provisions provided herein are intended to produce foundations that achieve target reliabilities established by MoDOT for structures of different operational importance. The four classes of operational importance include minor or low volume route, major route, major bridge costing less than $100 million, and major bridge costing greater than $100 million. Additional background regarding development of these provisions and supportive information regarding use of these provisions is provided in the accompanying commentary.

Drilled shafts can be an economical alternative to spread footing or driven pile foundations. They can be constructed in a wide variety of soil and rock conditions and designed to support a wide range of loading conditions. Drilled shafts should be considered:

:* To accommodate sites where depth to bedrock is too short for pile embedment but too deep for spread footings.

:* For large design loads. (Eliminates the need for large quantities of piles).

:* To provide resistance against large lateral and uplift loads.

:* To eliminate the need for cofferdams.

:* To provide protection against scour.

:* To accommodate concerns associated with the effects of pile driving (e.g. vibrations or interference with battered piles).

:* When obstructions or other conditions may make pile driving difficult.

:* To provide resistance to settlement when displacement tolerances are small.

===751.37.1.1 Dimensions and Nomenclature===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.1 Dimensions and Nomenclature|Commentary for EPG 751.37.1.1 Dimensions and Nomenclature''']]
|}

Dimensions to be established in design include the overall length of the shaft and the shaft diameter. For shafts that will be socketed into bedrock, the length and diameter of the rock socket must also be established. Table 751.37.1.1 defines the nomenclature used for these dimensions and provides relevant minimum and/or maximum values for the respective dimensions.

====<center>''Table 751.37.1.1 Summary of drilled shaft dimensions with minimum and maximum values''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment
|-
|D|| Nominal shaft diameter (Overall)||align="center"| 18”<sup>'''1'''</sup>||align="center"| --|| Min. 6” increments
|-
|L|| Length of shaft (Overall) ||align="center"|-- ||align="center"|-- ||--
|-
|D<sub>s</sub>'''<sup>4</sup>'''||Nominal socket diameter||align="center"|-- ||align="center"|--<sup>'''2'''</sup>||Min. 6” increments
|-
|L<sub>s</sub>'''<sup>4</sup>'''||Length of rock socket||align="center"| D<sub>s</sub>'''<sup>3, 5</sup>'''||align="center"| --|| --
|-
|colspan="5"|<sup>'''1'''</sup> Shaft diameter shall be at least 6” greater than column diameter when shaft is directly connected to the column and not a footing cap or bent cap.
|-
|colspan="5"|<sup>'''2'''</sup> Sockets installed through casing shall have diameters 6” less than the outside diameter of the casing.
|-
|colspan="5"|<sup>'''3'''</sup> Minimum rock socket length L<sub>s</sub> ≥ D<sub>s</sub> shall be measured from the anticipated tip of the casing.
|-
|colspan="5"|<sup>'''4'''</sup> The dimensions “D<sub>s</sub>” and “L<sub>s</sub>” are not explicitly used in any of the design equations that follow in favor of generally referring to the diameter of any segment of an overall shaft as “D” which can be a rock socket segment. This is not entirely true for the dimension “L<sub>s</sub>” which is explicitly used as part of a settlement design equation that follows. Judicial use of the appropriate segment and use of the appropriate diameter and length of a segment is implicit to the correct use of the design equations that follow. (See [[#751.37.2 General Design Procedure and Limit States|EPG 751.37.2 General Design Procedure and Limit States]].)
|-
| colspan="5" | <sup>'''5'''</sup> See [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]
|}

The length to diameter ratio of drilled shafts should generally be in the following range: 3 ≤ L/D ≤ 30

The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.

===751.37.1.2 Materials===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]
|}

Concrete used for drilled shaft construction shall be Class B-2 concrete with minimum compressive strength, <math>f^'_c</math> = 4 ksi.

===751.37.1.3 Casing===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]
|}

All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction unless conditions are such that the shafts can be more effectively and reliably constructed without casing or using temporary casing. Welded or seamless steel permanent casing shall be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 701]. Approval from the MoDOT Geotechnical Section is required for use of temporary casing or uncased shafts with or without drilling slurry.

Rock sockets shall be uncased.

Permanent Casing Thickness Design and Plan Reporting:

:Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.

:All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.

:For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.

===751.37.1.4 General Design Considerations===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.4 General Design Considerations|Commentary for EPG 751.37.1.4 General Design Considerations''']]
|}

The following issues shall be considered for design of drilled shafts:

''Scour ''

The potential for scour and its effect on the axial and lateral strength and serviceability of drilled shafts shall be investigated.

''Ground Water ''

The effects of variable ground water levels and buoyancy shall be taken into account in evaluating drilled shaft strength and serviceability limit states.

''Downdrag ''

Downdrag shall be considered when strength and serviceability are evaluated. For drilled shafts socketed into rock and overlain with soil that has the potential to settle, downdrag shall be considered as an applied load and predicted according to LRFD 3.11.8. Downward movements of 0.1 to 0.5 in. are enough to mobilize full downdrag. The top 5 ft. and a bottom length equal to the shaft diameter shall not be included in calculating downdrag. Allowance shall be given for an increase in the undrained shear strength of the soil within compressible strata as consolidation occurs.

''Uplift ''

The effects of uplift shall be considered for drilled shafts in cohesive soils, not socketed into rock.

''Group Effects ''

Shafts designed with relatively close spacing shall be evaluated considering group effects. Specific methods and modifications to account for group effects differ according to the soil/rock type that the shaft is founded within as provided in EPG 751.37.3.9.

The redundancy factor ''η<sub>R</sub>'' from LRFD 1.3.4 shall not be applied for design of drilled shafts.

===751.37.1.5 Related Provisions===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]
|}
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.

===751.37.1.6 Drilled Shaft General Detail Considerations===
[[image:751.37.1.6 01.png|700px|center]]
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.

''Notes:''
::(1) Number of pipes (equally spaced) for Sonic Logging Testing:
::::::Diameter ≤ 2.5 ft: 2 pipes
::::::Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes
::::::Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes
::::::Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes
::::::Diameter >8.0 ft: 6 pipes
::::Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).
::::See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements and alternatives.
::::When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.
::::See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).
::(2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length].
::(3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.
::(4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])
|-
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]
|}

</center>

==751.37.2 General Design Procedure and Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]
|}
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied.

The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.

'''Guidance'''

There are three major types of drilled shaft construction that influence how a drilled shaft is designed. MoDOT exclusively designs and details drilled shafts with permanent casing and rock sockets as given as Case No. 1. The two cases that follow are rare and require the recommendation or approval of the Geotechnical Section and shall be shown on the plans. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].

:1. Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT projects unless otherwise allowed by the Geotechnical Section. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment.).

:2. Permanently cased or temporarily cased or uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.

:3. Temporarily cased or uncased shaft through soil with a reduced or same shaft diameter for soil than/and for rock socket respectively. For axial loading and settlement computations use the appropriate diameter and length of shaft as the case may be for the design segment under investigation.

Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.

Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).

Recommendation or approval from the Geotechnical Section is required for use of temporary casing or uncased shafts with or without drilling slurry.

Note on Definitions:

:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock.

:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.

==751.37.3 Design for Axial Loading at Strength Limit State==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]
|}
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1
|}

where:

:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),

:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and

:<math>\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).

Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.

The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary or permanent casing, or at top of rock socket), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2
|}

where:
:''n'' = number of shaft segments,

:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress),

:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area),

:<math>\phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless),

:''<math>q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress),

:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and

:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length).

<math>\phi_{qs-i}</math> and ''<math>\boldsymbol q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment.

Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.

The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3
|}

where:

:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),

:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),

:<math>\phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless),

:''<math>q_p </math>''= nominal unit tip resistance (consistent units of stress), and

:''D'' = shaft diameter at the tip of the shaft (consistent units of length).

<math>\phi_{qp}</math> and ''<math>\boldsymbol q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft.

Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:

:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf;

:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf;

:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot;

:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows;

:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf;

:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and

:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.

Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.

===751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (qu ≥ 100 ksf')|'''Commentary for EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)''''']]
|}
'''Side Resistance for Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)'''''

The nominal unit side resistance for shaft segments located in rock shall be computed as a function of the mean uniaxial compressive strength of the intact rock according to (Horvath and Kenney, 1979)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \Bigg(0.95 \cdot \sqrt {\overline q_u} < 17.5 \cdot \sqrt{f'_c}\Bigg)\alpha_E</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.4
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf),

:<math>\overline q_u</math> = mean value of uniaxial compressive strength of rock core along the shaft segment (ksf), and

:<math>f^'_c</math> = compressive strength of concrete (ksi).

:''α<sub>E</sub>'' = factor to account for discontinuities in the rock

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub> )'' determined according to the provisions of this article shall be established from Figure 751.37.3.1.1 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Values for <math>f^'_c</math> shall be estimated based on the expected concrete compressive strength for the shaft.

The nominal unit side resistance predicted using Equation 751.37.3.4 shall be limited to a maximum value of <math>17.5 \cdot \sqrt{f'_c}</math> ksf where <math>f^'_c</math> is input in units of ksi. This limit corresponds to 35 ksf for concrete with <math>f^'_c</math> = 4 ksi.

[[image:751.37.3.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.1.1 Resistance factors for unit side resistance of drilled shafts in rock from uniaxial compression tests on intact rock core. '''</center>]]

A factor α<sub>E</sub> to account for discontinuities in the rock following O’Neill and Reese (1999) shall be used to reduce the nominal unit side resistance calculated by equation 751.37.3.4. The reduction factor shall only be applied to rock with recovery ratios less than 80% and RQD less than 50. Interpolation may be used. The reduction factor shall be determined and included as part of the nominal unit side resistance by the Geotechnical Section.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 751.37.3.1.1 (Modified after O’Neill and Reese, 1999)'''''
! style="background:#BEBEBE" rowspan="2" width="100"|RQD!!style="background:#BEBEBE" colspan="2"| α<sub>E</sub>
|-
!style="background:#BEBEBE" |Closed Joints!!style="background:#BEBEBE"| Open Joints
|-
|100|| 1.0 ||0.85
|-
|70|| 0.85|| 0.55
|-
|50|| 0.60|| 0.55
|-
|30|| 0.50|| 0.5
|-
|20|| 0.45|| 0.45
|}
</center>

'''Tip Resistance for Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)'''''

The nominal unit tip resistance for shafts founded on rock shall be computed as (adapted from Wyllie, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \sqrt{s} \cdot \overline{q_u} \Bigg[ 1 + \sqrt{\frac{m}{\sqrt{s}} + 1} \Bigg] \le 400 ksf</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.5
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (consistent units of stress),

:<math>\overline {q_u}</math> = mean value of the uniaxial compressive strength (consistent units of stress) and

:''m'' and ''s'' = empirical constants describing the rock mass strength (dimensionless).

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.1.2 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math>, ''m'' and ''s'' shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.3.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.1.2 Resistance factors for unit tip resistance of drilled shafts in rock from uniaxial compression tests on intact rock core.'''</center>]]

Values for the rock mass parameters m and s can be established as:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> m = m_i \mbox{exp} \Bigg(\frac{GSI - 100}{28}\Bigg)</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.6
|-
|align="left"|<math> s = \mbox{exp} \Bigg(\frac{GSI - 100}{9}\Bigg) \ for \ GSI \ge 25</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.7a
|-
|align="left"|<math> s = 0 \ for \ GSI < 25</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.7b
|}

where ''m<sub>i</sub>'' is a material constant corresponding to rock type and ''GSI'' is the Geological Strength Index. The value for ''m<sub>i</sub>'' can be estimated from Table 751.37.3.1.2 or determined more precisely from triaxial tests (Hoek and Brown, 1997). For routine design, ''m<sub>i</sub>'' can be approximated as 10 for limestones and dolomites, as 6 for shales, siltstones, and mudstones, and as 17 for sandstones. Values for ''GSI'' can be estimated from rock mass characterizations using the Rock Mass Rating (''RMR'') system for rock masses with ''RMR'' greater than 25 (Hoek and Brown, 1997). Using this approach, GSI is calculated as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>GSI = 10 + \textstyle \sum_{i=1}^4 R_i </math>||align="center"|(dimensionless)||align="right"|Equation 751.37.3.8
|}

where

''R<sub>i</sub>'' = Rock Mass Rating system rating parameters (dimensionless).

''GSI'' is thus equivalent to the ''RMR'' value with the groundwater rating term, ''R<sub>5</sub>'', taken as 10.

Values for ''GSI'' to be used in Equations 751.37.3.6 and 751.37.3.7, or values for ''m'' and ''s'' to be used in Equation 751.37.3.5, can also be established using alternative methods described in the commentary to this subarticle.

The nominal tip resistance predicted using Equation 751.37.3.5 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:table 751.37.3.2.jpg|center|775px|thumb|<center>'''Table 751.37.3.1.2 Approximate values for material constant ''m<sub>i</sub>'' (from Marinos and Hoek, 2000). Numerals shown beneath rock types reflect ''m<sub>i</sub>'' values. Values in parentheses are estimates.'''</center> <br>
* Conglomerates and breccias may present a wide range of ''m<sub>i</sub>'' values depending on the nature of the cementing material and degree of cementation, so they may range from values similar to sandstone, to values used for fine grained sediments (even under 10). <br>
** These values are for intact rock specimens tested normal to bedding or foliation. The value of ''m<sub>i</sub>'' will be significantly different if failure occurs along a weakness plane.
]]

===751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core ''(5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ qu ≤ 100 ksf)|'''Commentary on EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ ''q<sub>u</sub>'' ≤ 100 ksf)''']]
|}

'''Side Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core ''(5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from measurements of uniaxial compressive strength on rock core as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_s = 0.76 \cdot \overline{q_u}^0.79 \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.9
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{q_u}</math> = mean uniaxial compressive strength of rock core along the shaft segment (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.2.1 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.9 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.2.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.2.1 Resistance factors for unit side resistance for drilled shafts in weak rock from uniaxial compression tests on rock core. '''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)'''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from measurements of uniaxial compressive strength on rock core as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_p = 14 \cdot \overline{q_u}^0.71 \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.10
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), and

:<math>\overline {q_u}</math> = mean uniaxial compressive strength for rock at the shaft tip (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.2.2 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.10 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.2.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.2.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from uniaxial compression tests on rock core. '''</center>]]

===751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (Neq ≤ 400 blows/ft)|'''Commentary for EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)''']]
|}
'''Side Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Standard Penetration Test (SPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \frac{\overline{N_eq}}{14} \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.11
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{N_{eq}}</math> = equivalent SPT ''N-''value along the shaft segment (blows/foot).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.3.1 based on the coefficient of variation of the mean equivalent SPR ''N-''value <math>(COV_{\overline {N_eq}} )</math>. Values for <math>\overline {N_eq}</math> and <math>COV_{\overline {N_eq}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {N_eq}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {N_eq}} </math> should similarly reflect the variability of the mean equivalent ''N-''value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.11 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.3.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.3.1 Resistance factors for unit side resistance for drilled shafts in weak rock from equivalent SPT ''N-''values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)'''''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Standard Penetration Test (SPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \frac{\overline{N_eq}}{1.6} \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.9
|}

where:

:''q<sub>p</sub> = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline{N_{eq}}</math> = mean equivalent SPT N-value for rock at the shaft tip (blows/foot).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.3.2 based on the coefficient of variation of the mean equivalent SPR ''N-''value <math>(COV_{\overline {N_eq}} )</math>. Values for <math>\overline {N_eq}</math> and <math>COV_{\overline {N_eq}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {N_eq}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {N_eq}} </math> should similarly reflect the variability of the mean equivalent ''N-''value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.12 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.3.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.3.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from equivalent SPT ''N-''values.'''</center>]]

===751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)|Commentary for EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)''']]
|}
'''Side Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)'''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Texas Cone Penetration Test (TCPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = 31.6 \cdot \overline{TCP}^{-1.18} \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.13
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{TCP}</math> = mean value of penetration from TCPT measurements for rock along the shaft segment (inches/100 blows).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.4.1 based on the coefficient of variation of the mean ''TCP''-value <math>(COV_{\overline {TCP}})</math>. Values for <math>\overline {TCP} </math> and <math>COV_{\overline {TCP}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {TCP} </math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {TCP}} </math> should similarly reflect the variability of the mean ''TCP''-value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.13 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.4.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.4.1 Resistance factors for unit side resistance for drilled shafts in weak rock from Texas Cone Penetration Test penetration values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)'''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Texas Cone Penetration Test (TCPT) measurements as (Pierce et al., 2011)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 500 \cdot \overline{TCP}^{-1.22} \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.14
|}

where:

:''(q<sub>p</sub>)'' = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline {TCP} </math> = mean value of penetration from TCPT measurements for rock at the tip of the shaft (inches/100 blows).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.4.2 based on the coefficient of variation of the mean ''TCP''-value <math>(COV_{\overline {TCP}})</math>. Values for <math>\overline {TCP} </math> and <math>COV_{\overline {TCP}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {TCP} </math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {TCP}}</math> should similarly reflect the variability of the mean ''TCP''-value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.14 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.4.2 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.3.4.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from Texas Cone Penetration Test penetration values.'''</center>]]

===751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ Is(50) ≤ 40 ksf)|'''Commentary for EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)''']]
|}

'''Side Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Point Load Index Test measurements as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \frac{(\overline{I_{s(50)}})^{1.8}}{10} \le 30 ksf </math>||align="center"| (ksf)||align="right"|Equation 751.37.3.15
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{I_{s(50)}}</math> = mean corrected point load index value for rock along the shaft segment (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values (''q<sub>s</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.5.1 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value <math>(COV_{\overline {I_{s(50)}}})</math>. Values for ''I<sub>s(50)</sub>'' and <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for ''I<sub>s(50)</sub>'' shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>(COV_{\overline {I_{s(50)}}})</math> should similarly reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.15 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.5.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.5.1 Resistance factors for unit side resistance for drilled shafts in weak rock from Point Load Index values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)'''''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Point Load Index Test measurements as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 10.5 \cdot \overline{I_{s(50)}} \le 400 ksf </math>||align="center"| (ksf)||align="right"|Equation 751.37.3.16
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline{I_{s(50)}}</math> = mean corrected point load index value for rock at the tip of the shaft (ksf).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values (''q<sub>p</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.5.2 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value <math>(COV_{\overline {I_{s(50)}}})</math>. Values for <math>\overline{I_{s(50)}}</math> and <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline{I_{s(50)}}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {I_{s(50)}}}</math> should similarly reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.16 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.5.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.5.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from Point Load Index values.'''</center>]]

===751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (su ≤ 5 ksf)|'''Commentary for EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')''']]
|}

'''Side Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')'''

The nominal unit side resistance for shaft segments located in cohesive soils shall be computed from measurements of undrained shear strength using the “α-method” as (e.g. Reese et al., 2006)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \alpha \cdot \overline{s_u}</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.17
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (consistent units of stress),

:''α'' = an empirical coefficient (dimensionless) and

:<math>\overline{s_u}</math> = mean value of the undrained shear strength for the soil along the shaft segment (consistent units of stress).

The value for ''α'' shall be taken as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> \alpha = \frac {0.75}{\sqrt{\overline{s_u}}} \le 1.0</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.18
|}

where <math>\overline {s_u}</math> is the mean undrained shear strength input in units of ksf.

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values (''q<sub>s</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.6.1 based on the coefficient of variation of mean undrained shear strength <math>(COV_{\overline {s_u}})</math>. Values for <math>{\overline {s_u}}</math> and <math>COV_{\overline {s_u}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>{\overline {s_u}}</math> shall be taken as mean values for the soil over the length of the shaft segment. Values for <math>COV_{\overline {s_u}}</math> should similarly reflect the variability of the mean undrained shear strength for the soil over the shaft segment.

[[image:751.37.3.6.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.6.1 Resistance factors for unit side resistance for drilled shafts in cohesive soils from undrained shear strength measurements. '''</center>]]

The value for α predicted using Equation 751.37.3.18 shall be limited to a maximum value of 1.0.

In cohesive soils, side resistance along the top 5 ft. of the shaft and a distance of one shaft diameter above the tip of the shaft shall be ignored.

'''Tip Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf)'''

The nominal tip resistance for shafts founded on cohesive soils shall be calculated from measurements of undrained shear strength according to:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \overline{s_u} \cdot N_c \le 80 ksf</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.19
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (consistent units of stress),

:<math>\overline{s_u}</math> = mean value of the undrained shear strength of the soil (consistent units of stress) and

:''N<sub>c</sub>'' = bearing capacity factor (dimensionless).

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values (''q<sub>p</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.6.2 based on the coefficient of variation of the mean undrained shear strength <math>(COV_{\overline {s_u}})</math>. Values for <math>\overline{s_u}</math> and <math>COV_{\overline {s_u}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline{s_u}</math>shall be taken as mean values for the soil over a depth of 2''D'' below the tip of the shaft. Values for <math>COV_{\overline {s_u}}</math> should similarly reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.3.6.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.6.2 Resistance factors for unit tip resistance for drilled shafts in cohesive soils from undrained shear strength measurements.'''</center>]]

The value for ''N<sub>c</sub>'' shall be taken as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>N_c = 6 \Big[ 1 + 0.2 \Big(\frac{Z}{D}\Big)\Big] \le 9</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.20
|}

where:

:Z = depth of the tip of the shaft from the ground surface (consistent units of length), and

:D = shaft diameter (consistent units of length).

The value for ''N<sub>c</sub>'' predicted using Equation 751.37.3.20 shall be limited to a maximum value of 9.0.

For <math>\overline{s_u}</math> ≤ 0.5 ksf, ''N<sub>c</sub>'' shall be multiplied by 0.67.

The nominal unit tip resistance predicted using Equation 751.37.3.19 shall be limited to a maximum value of 80 ksf unless greater resistance can be verified by a load test.

===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]
|}

'''Side Resistance for Drilled Shafts in Cohesionless Soils'''

The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21
|}

where:

:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress),

:β = an empirical correlation factor (dimensionless) and

:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress).

The value for β shall be taken as (O’Neill and Reese, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a
|-
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b
|}

where 0.25 ≤ β ≤ 1.2 and

:z = depth below ground surface to center of shaft segment (ft.) and

:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft).

If permanent casing is used, the side resistance shall be adjusted with consideration of type and length of casing used.

The resistance factor <math>\boldsymbol\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55.

'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''

The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999).

For N_60≤50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23
|}

where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and

:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft).

For ''N<sub>60</sub>'' ≥ 50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24
|}

where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf),

:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot),

:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf).

:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf).

''Note that these expressions are dimensional so values must be entered in the units specified. ''

The resistance factor <math>\boldsymbol\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.

===751.37.3.8 Geotechnical Resistance from Load Tests===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.8 Geotechnical Resistance from Load Tests|Commentary for EPG 751.37.3.8 Geotechnical Resistance from Load Tests]]
|}

If drilled shaft resistance is determined by load test, the resistance factor shall be taken as 0.7 regardless of the soil conditions.

===751.37.3.9 Evaluation of Group Effects===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.9 Evaluation of Group Effects|Commentary for EPG 751.37.3.9 Evaluation of Group Effects]]'''
|}
Group effects for drilled shafts shall be evaluated as described in EPG 751.37.3.9. Procedures for evaluation of group effects generally involve use of a group efficiency factor, consideration of an “equivalent pier”, or both. Application of the group efficiency factor requires that the nominal resistance for individual shafts be multiplied by the factor η to reflect the nominal average resistance of the shafts within a group:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R^{\star} = \eta \cdot R</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.25
|}

where:

:R = nominal resistance of an individual shaft (consistent units of force),

:R<sup>*</sup> = modified shaft resistance accounting for group effects (consistent units of force) and

:''η'' = group efficiency factor established as described in this article.

''Note that the group efficiency factor (η) used here is different from the redundancy factor (η<sub>R</sub>) discussed in EPG 751.37.1.4.'' Additional discussion regarding the redundancy factor is provided in the commentary.

Consideration of an “equivalent pier” requires evaluation of the shaft group as a hypothetical, monolithic pier encompassing the block of soil and shafts enclosed within the outer perimeter of the shaft group.

The specific method to be used differs with geologic setting as described in the remainder of this article.

'''Group Effects in Cohesionless Soils'''

For shafts deriving resistance predominantly from cohesionless soils, the nominal resistance of individual shafts in the group shall be reduced by an efficiency factor, ''η'', determined based on the spacing of the shafts:

:* for shafts with center-to-center spacing equal to 2.5 shaft diameters, ''η'' = 0.65

:* for shafts with center-to-center spacing equal to 4.0 shaft diameters or more, ''η'' = 1.0, and

:* for shafts with intermediate spacing, the value for ''η'' shall be linearly interpolated between these values.

These efficiency factors shall apply regardless of conditions of contact between the cap and ground.

'''Group Effects in Cohesive Soils'''

For shafts deriving resistance predominantly from cohesive soils, the nominal resistance of the pile group shall be taken as the lesser of the following values:

:* The nominal resistance of an equivalent pier consisting of the shafts and the block of soil within the area bounded by the shafts, or

:* The sum of the nominal resistances for each individual shaft in the group.

For the latter value, the nominal resistances for individual piles shall be reduced by an efficiency factor, ''η'', <u>if</u> the soil is soft <u>and</u> the cap may not be in firm contact with the ground. In such cases, the efficiency factor, ''η'', shall be determined based on the spacing of the shafts:

:* ''η'' = 0.65 for shafts with center-to-center spacing equal to 2.5 shaft diameters,

:* ''η'' = 1.0 for shafts with center-to-center spacing equal to 6.0 shaft diameters or more, and

:* For intermediate shaft spacing, the value for ''η'' shall be linearly interpolated between these values.

Note that the efficiency factors shall only apply if the soil is soft <u>and</u> the cap is not in firm contact with the ground. For all other conditions, no efficiency factor shall be applied when comparing the total resistance for the equivalent pier with the cumulative resistance from the individual shafts.

The resistance factors to be applied for the equivalent pier evaluation shall be 0.60 (AASHTO, 2009). Resistance factors for summation of the individual shaft resistances shall be those provided in EPG 751.37.3.1 through EPG 751.37.3.8.

'''Group Effects in Rock'''

For shafts deriving resistance predominantly from rock, the nominal resistance of the pile group shall be taken as the lesser of the following:

:* The nominal resistance of an equivalent pier consisting of the shafts and the block of soil/rock within the area bounded by the shafts, or

:* The sum of the nominal resistances for each individual shaft in the group.

No efficiency factor shall be applied to the individual pile resistances when evaluating the latter condition.

==751.37.4 Design for Axial Loading at Serviceability Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4 Design for Axial Loading at Serviceability Limit States|Commentary for EPG 751.37.Commentary on EPG 751.37.4 Design for Axial Loading at Serviceability Limit States]]'''
|}
Drilled shafts shall be dimensioned so that there is a small likelihood that shafts will settle more than tolerable settlements, generally established from consideration of span length. This shall be accomplished by comparing a factored settlement computed for a shaft with dimensions established from EPG 751.37.3 with an established tolerable settlement. If the factored total settlement determined from these provisions is found to be less than or equal to the tolerable settlement, i.e. if
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R \le \delta_{tol}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.1
|}

where:

:''δ<sub>R</sub>'' = factored total settlement (consistent units of length) and

:''δ<sub>tol</sub>'' = tolerable settlement (consistent units of length),

the limit state is satisfied and the probability of shaft settlement exceeding the tolerable settlement is less than or equal to the target probability established by MoDOT. If the factored total settlement is determined to exceed the tolerable settlement, the probability of foundation settlement exceeding the tolerable value is greater than the target probability established by MoDOT. In such cases, the shaft dimensions shall be increased until the factored total settlement is less than or equal to the tolerable settlement.

Resistance factors provided in this article were established to produce factored settlements that have a target probability of being exceeded. Target probabilities of exceedance were established by MoDOT for structures of different operational importance. Additional information regarding development of the resistance factors and application of the resistance factors for settlement calculations are provided in the commentary that accompanies these guidelines.

For this provision, the tolerable settlement shall be taken as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{tol} = \frac{S}{476}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.2
|}

where:

:''δ<sub>tol</sub>'' = tolerable settlement (consistent units of length) and
:''S'' = span between adjacent bridge bents (consistent units of length).

Factored settlements shall be determined as provided in this article. Settlement shall be evaluated for the Service I limit state.

Two alternative approaches are provided in these guidelines for determining the factored total settlement of drilled shafts. The first approach is based on an approximate factored load-settlement relationship for an individual shaft. The second approach utilizes the “t-z” method to predict the factored settlement for the shaft. Greater factored settlements will generally be predicted using the approximate method both because it tends to be conservative at working loads and because it involves greater variability and uncertainty. It is expected that the approximate method will generally be used for preliminary evaluation of settlement. If the settlement determined from the approximate method satisfies the serviceability requirement of Equation 751.37.4.1, the shaft dimensions can be considered acceptable. If use of the approximate method produces factored settlements that do not satisfy Equation 751.37.4.1, designers should consider performing evaluations using the more precise t-z method to evaluate whether serviceability is satisfied prior to increasing the dimensions of the shaft to satisfy serviceability requirements.

===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''
|}

Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:

If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3
|}

where:

:<math>\boldsymbol\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),

:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length),

:''D'' = shaft diameter (consistent units of length) and

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).

If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4
|}

where:

:<math>\boldsymbol\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),

:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length),

:''D'' = shaft diameter (consistent units of length) and

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).

Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft.

The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary or permanent casing, or at top of rock socket), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5
|}

where:

:''n'' = number of shaft segments,

:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress),

:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area),

:<math>\boldsymbol \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless),

:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress),

:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and

:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length).

Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\boldsymbol \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states.

The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6
|}

where:

:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),

:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),

:<math>\boldsymbol \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless),

:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and

:''D'' = shaft diameter at the tip of the shaft (consistent units of length).

The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\boldsymbol \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The factored elastic compression of the unsupported length of the shaft shall be determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7
|}

where:

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length),

:<math>\boldsymbol\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''L'' = overall shaft length (consistent units of length),

:''L<sub>s</sub>'' = length of the rock socket (consistent units of length),

:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress),

:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and

:<math>\boldsymbol\phi_{\boldsymbol\delta e}</math> = settlement resistance factor for elastic compression of the shaft.

Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure.

====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''
|-
|Minor or Low Volume Route || align="center"|0.68
|-
|Major Route ||align="center"|0.64
|-
|Major Bridge <$100 million ||align="center"| 0.61
|-
|Major Bridge >$100 million||align="center"| 0.60
|}

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]

[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]]

[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]]

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.

===751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method|Commentary on EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method]]'''
|}
The “t-z method” is a numerical method for predicting the axial load-displacement response of drilled shafts and other deep foundation members (Reese et al., 2006). The analyses can be performed using commercial specialty software, such as TZPile©, or using common spreadsheet software. Regardless of the method of implementation, the analyses require specification of t-z models that reflect the load transfer characteristics for side resistance, “q-w” models that reflect the load transfer characteristics for tip resistance, and shaft characteristics that reflect the stiffness of the shaft relative to the surrounding soil/rock.

Prediction of factored settlements using the t-z method according to these provisions shall be accomplished by performing t-z analysis using factored t-z and q-w models models as described in more detail in the commentary to this article. The top of shaft settlement predicted using the t-z method for a shaft subjected to the factored service loads and modeled using factored t-z and q-w models shall be taken as the factored total settlement, ''δ<sub>R</sub>'', for use in Equation 751.37.4.1.

Factored t-z models shall be established from a nominal, unfactored t-z model selected to represent the load transfer response in side resistance for relevant soil/rock conditions as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>t_R(z) = \phi_{\delta s} \cdot t(z)</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.4.8
|}

where:

:''t<sub>R</sub>(z)'' = factored t-z model for input into analyses using the t-z method (consistent units of stress),

:''z'' = relative displacement between the shaft and the soil/rock along the length of the shaft (consistent units of length),

:''<math>\boldsymbol\phi_{\delta s}</math>'' = settlement resistance factor for side resistance (dimensionless) and

:''t(z)'' = nominal t-z model selected to represent relevant soil/rock conditions (consistent units of stress).

Values for ''<math>\boldsymbol\phi_{\delta s}</math>'' shall be established according to the soil/rock type and available site characterization data as provided subsequently in this article.

Factored q-w models shall similarly be established from a nominal, unfactored q-w model selected to represent the load transfer response in tip resistance for relevant soil/rock conditions as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_R (w) = \phi_{\delta p} \cdot q(w)</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.4.9
|}

where:

:''q<sub>R</sub>(w)'' = factored q-w model for input into analyses using the t-z method (consistent units of stress),

:''w'' = relative displacement between the shaft and the soil/rock at the shaft tip (consistent units of length),

:<math>\boldsymbol\phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), and

:''q(w)'' = nominal q-w model selected to represent relevant soil/rock conditions at the tip of the shaft (consistent units of stress).

Values for <math>\boldsymbol\phi_{\delta p}</math> shall be established according to the soil/rock type and available site characterization data as provided subsequently in this article.

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Rock'''

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.2.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV \overline{q_u}</math>. Values for <math>COV \overline{q_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.2.2 based on values for <math>COV \overline{q_u}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using t-z method'''</center>]]

[[image:751.37.4.2.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV \overline{q_u}</math>. Values for <math>COV \overline{q_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.4 based on values for <math>COV \overline{q_u}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV \overline{N_{eq}}</math>. Values for <math>COV \overline{N_{eq}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.6 based on values for <math>COV \overline{N_{eq}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.5 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.4.2.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.6 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.4.2.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline{TCP}}</math>. Values for <math>COV_{\overline{TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.8 based on values for <math>COV_{\overline{TCP}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Cohesive Soils'''

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.2.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV \overline{s_u}</math>. Values for <math>COV \overline{s_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.2.12 based on values for <math>COV \overline{s_u}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.4.2.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using t-z method.'''</center>]]

[[image:751.37.4.2.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using t-z method.'''</center>]]

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Cohesionless Soils'''

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.

===751.37.4.3 Settlement of Drilled Shafts in Groups===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.3 Settlement of Drilled Shafts in Groups|Commentary on EPG 751.37.4.3 Settlement of Drilled Shafts in Groups]]'''
|}
'''Settlement of Shaft Groups in Cohesive Soils'''

Settlement of shaft groups in cohesive soils shall be estimated according to EPG 751.38.4.3 using the “equivalent footing” approach described in LRFD 10.7.2.3.

'''Settlement of Shaft Groups in Cohesionless Soils Using Standard Penetration Test Measurements'''

Settlement for drilled shaft groups in cohesionless soils can be estimated from SPT measurements as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\rho = qI\frac{\sqrt{B}}{(N_1)_{60}}</math>||align="center"| (inches)||align="right"|Equation 751.37.4.10
|}

where:

:''ρ'' = settlement of shaft group (inches),

:''q'' = net foundation pressure applied at depth of ''D'''(ksf),

:''B'' = width or smallest dimension of shaft group (feet),

:''I'' = 1 - 0.125(''D'/B'') ≥ 0.5 = influence factor of the effective group embedment (dimensionless),

:''(N<sub>1</sub>)<sub>60</sub>'' = SPT blow count corrected for overburden stress and hammer efficiency (blows/foot),

:''D'' = 2''D<sub>b</sub>''/3 = effective depth of “equivalent footing” and

:''D<sub>b</sub>'' = depth of embedment of shafts in layer that provides support.

The value for ''(N<sub>1</sub>)<sub>60</sub>'' is determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>(N_1)_{60} = C_N \cdot N \Big( \frac{ER}{60%}\Big)</math>||align="center"| (blows/foot)||align="right"|Equation 751.37.4.11
|}

where:

:''C<sub>N</sub>'' = <math>\Big[ 0.77 log_{10} \Big(\frac{40}{\sigma^'_v}\Big)\Big] \le 2.0</math> = correction factor to account for overburden stress (dimensionless),

:''ER'' = hammer efficiency expressed as percentage of theoretical free fall energy for hammer system actually used (percent) and

:''N'' = uncorrected SPT blow count (blows/foot).

'''Settlement of Shaft Groups in Cohesionless Soils Using Cone Penetration Test Measurements'''

Settlement for drilled shaft groups in cohesionless soils can be estimated from CPT measurements as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\rho = \frac{qBI}{2q_c}</math>||align="center"| (inches)||align="right"|Equation 751.37.4.12
|}

where:

:''ρ'' = settlement of shaft group (inches),

:''q'' = net foundation pressure applied at depth of D'(ksf),

:''B'' = width or smallest dimension of shaft group (feet),

:''I'' = 1 - 0.125(''D'/B'') ≥ 0.5 = influence factor of the effective group embedment (dimensionless),

:''q<sub>c</sub>'' = static cone tip resistance (ksf),

:''D'' = 2''D<sub>b</sub>''/3 = effective depth of “equivalent footing” and

:''D<sub>b</sub>'' = depth of embedment of shafts in layer that provides support.

'''Settlement of Shaft Groups in Rock'''

Settlement of shaft groups in rock shall be estimated according to EPG 751.38.4.2 using the “equivalent footing” approach described in LRFD 10.7.2.3.

==751.37.5 Design for Lateral Loading at Strength and Service Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States|Commentary on EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States]]'''
|}
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft for lateral loading. The Service I Limit State shall be used when evaluating lateral deflection.

Design lateral movements should not exceed approximately 1.5 in. at the top of the shaft at the Service I Limit State.

To analyze laterally loaded drilled shafts, the point of fixity of the drilled shaft must be estimated. This location may be estimated by using a computer program. This is an iterative process that requires first assuming a point of fixity so that the bent stiffness may be calculated. The stiffness of the bent may be found by modeling the bent in a structural analysis program, applying a load to the middle of the beam cap and measuring the amount of deflection caused by the load. The method shown in [[751.2 Loads#751.2.4.6 Longitudinal Wind Force Distribution |EPG 751.2.4.6 Loads - Longitudinal Wind Force Distribution]] and [[751.2 Loads#751.2.4.7 Longitudinal Temperature Force Distribution |EPG 751.2.4.7 Loads - Longitudinal Temperature Force Distribution]] for modeling the stiffness, E'I, of a cast in place (C.I.P.) pile may also be used to model a drilled shaft. The moment of inertia of the bent is then found by:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>I = \frac{\big(\frac{P}{\delta}\big) L^3}{3E}</math>||align="center"| (consistent units of length<sup>4</sup>)||align="right"|Equation 751.37.5.1
|}

where:

:''I'' = moment of inertia for the bridge bent (consistent units of length<sup>4</sup>),

:''P'' = load applied to the middle of the beam cap (consistent units of force),

:''L'' = length from point of fixity of shaft to middle of beam cap (consistent units of length),

:''δ'' = deflection caused by load P (consistent units of length) and

:''E'' = modulus of elasticity of concrete (consistent units of stress).

The ''E'' and ''I'' values used in the above equation shall also be used for longitudinal force distribution calculations.

The longitudinal forces applied to the bent can be calculated once the moment of inertia of the bent is known. Once loads are obtained, they can be input into computer software to get a point of fixity.

If the point of fixity is different than what was assumed to obtain the original bent stiffness, the bent stiffness shall be re-calculated with a new assumed point of fixity and this process continued until the point of fixity converges. As a rule of thumb, shafts socketed into rock are usually fixed near to the soil-rock interface.

The location of the point of fixity should be considered to be only an <u>approximation</u>. Many factors influence the actual location of the point of fixity. The thickness of the casing, scour and actual geotechnical properties could cause different results for the actual location of the point of fixity.

==751.37.6 Structural Resistance of Drilled Shafts==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.6 Structural Resistance of Drilled Shafts|Commentary on EPG 751.37.6 Structural Resistance of Drilled Shafts]]'''
|}
===751.37.6.1 Reinforcement Design===

Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design.

Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger.

If permanent casing is used, and the shell consists of smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness and type of casing required.

Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3).

For minimum concrete cover for drilled shaft, see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 701.4.12.1]. If drilled shaft diameter does not match Sec 701.4.12.1 then use concrete cover for the next greater diameter drilled shaft. For rock sockets use 3” min. clear cover.

For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4.

For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d.

For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].

===751.37.6.2 Longitudinal Reinforcement===

Longitudinal reinforcement shall be designed to resist bending in the shaft due to lateral loads. The cross-sectional area for longitudinal reinforcement shall fall within the following limits:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left" rowspan="2"|<math>\frac{0.135 A_g f^'_c}{f_y} \le A_{steel} \le 0.08 A_g</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.6.1
|-
|align="center"|''' LRFD 5.7.4.2'''||
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

MoDOT prefers to follow LRFD 5.7.4.2 for drilled shafts since for typical cases, the potential exists for load transfer between the concrete and steel casing. (The minimum area of reinforcement based on LRFD is 10 percent less than ACI for f’<sub>c</sub> = 4 ksi).

===751.37.6.3 Factored Axial Resistance===

The factored axial resistance of a drilled shaft shall be determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_R = \phi P_N \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.2
|}

where:

:''P<sub>R</sub>'' = factored axial resistance of drilled shaft (consistent units of force),

:''P<sub>N</sub>'' = nominal axial resistance of drilled shaft (consistent units of force),

:<math>\boldsymbol\phi</math> = 0.75 = resistance factor for axial resistance of drilled shaft (dimensionless) and

:<math>\boldsymbol\gamma Q</math> = factored axial load (consistent units of force).

For shafts with spiral reinforcement, the nominal axial resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_N = 0.85 \Big[ 0.85 f^'_c \big(A_g - A_{steel}\big) + A_{steel}f_y \Big]</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.3
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

For shafts with tie reinforcement, the nominal axial resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_N = 0.80 \Big[ 0.85 f^'_c \big(A_g - A_{steel}\big) + A_{steel}f_y \Big]</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.4
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

===751.37.6.4 Transverse Reinforcement===

Minimum transverse reinforcement shall be designed to resist the potential of diagonal cracking and improve ductility, and to control the stability of the reinforcement cage. Follow the four-step procedure, below:

'''No. 1. Determine if Transverse Reinforcement is Required for Loading'''

:If
{| style="margin: 1em auto 1em auto" width="900"
|-
|align="left"|<math>V_u > 0.5 \boldsymbol\phi V_c</math>,||align="left|then go to No. 2a, below,<br/>otherwise, go to No. 2b.|| align="center"| (consistent units of force) '''(LRFD 5.8.2.4)'''||align="right"|Equation 751.37.6.4.1
|}

:where:

::''V<sub>u</sub>'' = factored shear force (consistent units of force),

::<math>V_c = 0.0316\beta \sqrt{f^'_c} b_v d_v</math> = approximate shear resistance of drilled shaft (consistent units of force),

::''Φ'' = 0.9 = resistance factor for shear resistance of drilled shaft (dimensionless),

::''β'' = 2.0,

::''b<sub>v</sub>'' = D = shaft diameter (consistent units of length),

::''d<sub>v</sub>'' = 0.9 (''D''/2 + ''D<sub>r</sub>'' /π) and

::''D<sub>r</sub>'' = diameter of circle passing through the centers of the longitudinal reinforcement (consistent units of length). See commentary for LRFD C5.8.2.9-2.

'''No. 2. Determine Minimum Transverse Reinforcement'''

:'''a)''' Minimum transverse reinforcement to control shear diagonal cracking and increase ductility:

:The minimum amount of transverse reinforcement shall satisfy the following equation if transverse reinforcement is required for loading in No. 1, otherwise go to No. 2b:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>A_v \ge 0.0316 \sqrt{f^'_c}\frac{b_vs}{f_y}</math>||align="center"| (consistent units)||align="Center"|'''(LRFD 5.8.2.5)''' ||align="right"|Equation 751.37.6.4.2
|}

:where:

:''A<sub>v</sub>'' = area of transverse reinforcement within distance s (consistent units of area),

:''s'' = spacing of transverse reinforcement (consistent units of length),

:''b<sub>v</sub>'' = ''D'' = shaft diameter (consistent units of length),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress) and

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress).

:'''b)''' Minimum transverse reinforcement to control stability of cage before and during placement:

:Use minimum #4 @ 12” stirrups for reinforcing cage ≤ 4 ft. diameter and minimum #5 @ 12” stirrups for reinforcing cage > 4 ft. diameter (FHWA-NHI-10-016) unless transverse reinforcement needs to be designed as in No. 1. If transverse reinforcement needs to be designed as in No. 1, then provide the controlling transverse reinforcement area required by EPG 751.37.6.4 No. 2a, 2b and [[#751.37.6.5 Factored Shear Resistance|EPG 751.37.6.5 Factored Shear Resistance]].

:All shafts, cased or uncased, or where casing is used for strength, shall be transversely reinforced.

'''No. 3. Determine Maximum Transverse Reinforcement Spacing:'''

:The maximum transverse reinforcement spacing shall be ≤ 12” to provide crack control without consideration for casing. MoDOT does not implement LRFD 5.8.2.7 maximum spacing of transverse reinforcement requirements for typical shaft sizes. However, for small shafts where LRFD 5.8.2.7 will control, it should be directly implemented.

<div id="No. 4. Determine Maximum"></div>
'''No. 4. Determine Maximum Transverse Shaft Reinforcement Spacing at the Anchorage of Column Reinforcement: '''

:For columns with longitudinal reinforcement anchored into oversized shafts, in the anchorage region, the spacing of the transverse shaft reinforcement shall meet the requirements of the following equation:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>S_{max}=\frac{2\pi A_{sp}f_{ytr}l_s}{kA_lf_{ul}}</math>||align="center"| (consistent units)||align="Center"|'''(LRFD 5.11.5.2.1-1)''' ||align="right"|Equation 751.37.6.4.3
|}

:where:

::''S<sub>max</sub>'' = maximum spacing of transverse shaft reinforcement (consistent units of length),
::''A<sub>sp</sub>'' = area of transverse shaft reinforcement (consistent units of area),
::''f<sub>ytr</sub>'' = yield strength of transverse shaft reinforcement (consistent units of stress),
::''ℓ<sub>s</sub>'' = required lap splice of the longitudinal column reinforcement (consistent units of length),
::''k'' = ratio of column tensile reinforcement to total column reinforcement at the nominal resistance,
::''A<sub>ℓ</sub>'' = area of longitudinal column reinforcement (consistent units of area), and
::''f<sub>uℓ</sub>'' = tensile strength of longitudinal column reinforcement (consistent units of stress).

===751.37.6.5 Factored Shear Resistance===

The factored shear resistance of a drilled shaft shall be determined as:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>V_R = \phi \big(V_c + V_s\big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.4.4
|}

where:

:''V<sub>R</sub>'' = factored shear resistance of drilled shaft (consistent units of force),

:''V<sub>c</sub>''= nominal shear resistance from concrete (consistent units of force),

:''V<sub>s</sub>'' = <math>\frac{A_v f_y d_v cot\theta}{s}</math> = shear resistance from transverse shear reinforcement. (For A<sub>v</sub>, use transverse reinforcement area from [[#751.37.6.4 Transverse Reinforcement|EPG 751.37.6.4 Transverse Reinforcement]] and increase reinforcement area as needed to meet design requirements. (consistent units of force),

:''Φ'' = 0.9 = resistance factor for shear resistance of drilled shaft (dimensionless),

:''A<sub>v</sub>'' = area of transverse shear reinforcement within distance s (consistent units of area),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress),

:''θ'' = 45° = angle of inclination of diagonal compressive stresses (degrees),

:''d<sub>v</sub>'' = 0.9 (''D''/2 + ''D<sub>r</sub>'' /''π'') and

:''D<sub>r</sub>'' = diameter of circle passing through the centers of the longitudinal reinforcement (consistent units of length). See commentary for LRFD C5.8.2.9-2.

==751.37.7 References==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.7 References|Commentary on EPG 751.37.7 References]]'''
|}
AASHTO (2009), ''AASHTO LRFD Bridge Design Specification: Customary U.S. Units'', American Association of State Highway and Transportation Officials, Fourth Edition with 2008 and 2009 Interim Revisions.

Hoek, E., and E.T. Brown (1988), “The Hoek-Brown Failure Criterion – A 1988 Update,” ''Proceedings of the 15th Canadian Rock Mechanics Symposium'', Toronto, Canada.

Hoek, E., C. Carranza-Torres, and B. Corkum (2002), “Hoek and Brown Failure Criterion – 2002 Edition,” ''Proceedings of NARMS-TAC Conference'', Toronto, Canada.

Horvath, R.G., and T.C. Kenney (1979), “Shaft Resistance of Rock Socketed Drilled Piers,” ''Proceedings of the Symposium on Deep Foundations'', ASCE, pp. 182-214.

Loehr, J.E., B.L. Rosenblad, and T.T. Vu (2011a), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Interpretation Report'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Loehr, J.E., S.A. Grant, and B.L. Rosenblad (2011b), ''Calibration of Resistance Factors for Design of Drilled Shafts at Strength Limit States Using Laboratory Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

O’Neill, M.W., and L.C. Reese (1999), ''Drilled Shafts: Construction Procedures and Design Methods'', Report No. FHWA-IF-99-025, Federal Highway Administration, McLean, VA, 758 pp.

Pierce, M.D., J.E. Loehr, and B.L. Rosenblad (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Strength Limit States Using In situ Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Reese, L.C., W.M. Isenhower, and S-T Wang (2006), ''Analysis and Design of Shallow and Deep Foundations'', John Wiley and Sons, 574 pp.

Wyllie, D.C. (1999), ''Foundations on Rock'', E & FN Spon, Second Edition, 401 pp.

==751.37.8 Commentary==
===Commentary on [[#751.37.1 General|EPG 751.37.1 General]]===

These guidelines were developed from prior EPG guidelines with notable changes to the general approach for application of LRFD techniques as well as updated resistance factors based on probabilistic calibrations. Calibration analyses were performed following generally accepted procedures for calibration of resistance factors for geotechnical applications, but with modifications to permit several enhancements to be implemented. The most notable enhancements provided in the guidelines include:

:* Use of resistance factors that are dependent upon the variability and uncertainty that exists in select design properties

:* Adoption of different target reliability levels for foundations of structures of different operational importance.

Both of these enhancements are expected to produce efficient foundation designs while still maintaining appropriate safety and reliability for all classes of operational importance. Additional information regarding development of the methods provided in these guidelines can be found in Loehr et al. (2011b), Pierce et al. (2011), and Vu and Loehr (2011). Additional information regarding target reliability values established for different classes of operational importance is provided in Bowders et al. (2011).

The four classes of operational importance include:
:* Minor or low volume route
:* Major route
:* Major bridge costing less than $100 million
:* Major bridge costing greater than $100 million.

These classifications are based on common MoDOT designations. The target reliability levels established for each limit state and operational importance were generally based upon consideration of highway bridges. However, the methods provided in this article can also be utilized for design of foundations for other structures including retaining walls and roadway signs.

Calibration analyses performed to establish the resistance factors presented in these guidelines were performed using the latest knowledge of variability and uncertainty in applied loads (Kulicki et al., 2007), as well as using load factors that are currently in effect. The resistance factors provided in these guidelines are intended to produce foundations with reliabilities that are approximately equal to the target reliabilities established by MoDOT when utilized with current load factors. Since it is the combined effect of load and resistance factors that produce this reliability, the resistance factors provided are inherently coupled with current load factors and are contingent upon the uncertainty and variability in the applied loads that were presumed for the calibrations. As such, recalibration of resistance factors is required if alternative load factors are adopted, or if substantial revisions to current estimates of load variability and uncertainty are found.

It is important to emphasize that the resistance factors provided in these guidelines were developed presuming that ''mean values'' would be used for all design parameters in the methods provided. This departs from past practice utilizing allowable stress design (ASD) approaches where nominal values of parameters that were less than mean values were often used to introduce conservatism into the analyses beyond that provided by the ASD factor of safety. Use of design parameters less than the mean values within the context of these guidelines will often, but not always, increase the reliability of foundation designs; however, such practice is contrary to the spirit of LRFD in that it will not produce foundations that achieve the target reliability established by MoDOT policy.

The procedures provided in these guidelines are not intended as a substitute for good judgment. Rather, the intent of these guidelines is to:

:1) inform designers of generally appropriate levels of conservatism to address the variability and uncertainty involved in different aspects of design analyses and

:2) provide quantitative methods to achieve target reliabilities for foundations depending on the variability and uncertainty present in relevant design parameters and design methods.

Designers must still use their best judgment in considering design options (e.g. foundation depth, type and size; necessity for load tests; etc.) for establishing the most appropriate foundations for bridges and other structures.

Design methods provided in these guidelines are mostly empirical methods derived from results of full-scale load tests. Application of these methods is generally restricted to geologic conditions and construction procedures similar to those represented by the load tests used to establish the methods. In particular, methods presented for prediction of nominal and factored shaft resistance in weak rock were specifically developed from load tests performed in Missouri following established MoDOT construction specifications. As such, these methods are, strictly speaking, only applicable to cases where shafts will be constructed in general accordance with current MoDOT construction specifications. Use of these guidelines for conditions or situations that depart from these restrictions is permissible, but requires that designers give consideration to the effects of differences between the specific site conditions encountered and those represented by the empirical data.

====Commentary on [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]]====

The length to diameter ratio of drilled shafts should generally be targeted for the range 3 ≤ ''L''/''D'' ≤ 30; however, shafts with dimensions falling outside of this range can, at times, be effectively utilized.

====Commentary on [[#751.37.1.2 Materials|EPG 751.37.1.2 Materials]]====

Where possible, the concrete mix for drilled shafts should utilize MoDOT aggregate gradation E (1/2 inch minus) to improve the workability of the concrete during placement and reduce the risk of shaft defects. Special attention should also be given to concrete slump requirements to ensure the concrete has sufficient workability to completely surround the reinforcing cage without vibration. For cases where “tight cages” are required, consideration should be given to using special construction provisions to minimize the risk of concrete placement problems.

====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====

Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.

Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to:

:* Achieve the required flexural resistance of the drilled shaft

:* Resist large lateral loads for bridges located in seismic areas

:* Facilitate shaft construction through water

:* Support the shaft excavation when there is insufficient head room available for casing recovery

====Commentary on [[#751.37.1.4 General Design Considerations|EPG 751.37.1.4 General Design Considerations]]====

''Scour ''

Appropriate methods for evaluation of scour are beyond the scope of these guidelines. However, these guidelines require that drilled shafts be designed to acceptably support the structure assuming that the foundation soil/rock is scoured to depths predicted following currently accepted practice.

''Downdrag ''

Downdrag loads should be considered any time settlement is likely to occur in soils surrounding drilled shafts. Downdrag is most commonly a concern for foundations passing through or near to approach fills overlying soft, cohesive soils where the applied load of the fill will induce settlement in the underlying soft soils. Downdrag is seldom a concern for intermediate bents away from approach fills (because there is often no loading to induce compression of the soft soils) unless settlement is likely to be induced by lowering groundwater levels.

Downdrag loads are generally fully mobilized with relatively small settlements and can be substantial. In cases where downdrag loading is significant, consideration should be given to staging construction of shafts, if timing will allow, such that shafts are installed after settlement has practically ceased or to other techniques to limit the effects of downdrag.

''Group Effects ''

The redundancy factor of LRFD 1.3.4 is not intended to account for redundancy or lack of redundancy in foundation design. The LRFD redundancy factor, ''η<sub>R</sub>'', has been a source of confusion for foundation design, especially given that group efficiency factors are also denoted as ''η''. Use of the redundancy factor to account for the presence or absence of redundancy in the foundations is inappropriate as this factor was developed purely from considerations of the performance of the superstructure and not the foundations as discussed in LRFD C10.5.5.2.4.

====Commentary on [[#751.37.1.5 Related Provisions|EPG 751.37.1.5 Related Provisions]]====

Use of site characterization practices that significantly depart from those currently used by MoDOT can produce substantial differences in design parameters and/or the variability of design parameters, which will lead to substantial differences in foundation reliability and failure to achieve the established target foundation reliabilities established by MoDOT. Use of the methods in these guidelines is generally restricted to design parameters established following current MoDOT site characterization practices as described in [[:Category:321 Geotechnical Engineering|EPG 321]].

===Commentary on [[#751.37.2 General Design Procedure and Limit States|EPG 751.37.2 General Design Procedure and Limit States]]===

Selection of applicable strength and serviceability limit states shall be accomplished in close consultation with the Structural Project Manager. At a minimum, the Strength I and Service I limit states should be evaluated. When multiple strength and/or service limit states are considered, the limit state producing the greatest minimum shaft dimensions shall govern the final design dimensions.

Axial geotechnical resistance will frequently control the dimensions of drilled shafts. However, lateral strength or serviceability may dictate final shaft dimensions when shafts are subjected to large lateral loads.

Note that it is possible that a shaft can be shortened from that initially determined considering only axial loads. This can occur where a shaft’s diameter must be increased to satisfy lateral strength or serviceability requirements (e.g. to increase bending/shear strength/stiffness). When this occurs, designers should revisit the relevant axial strength and axial serviceability requirements to evaluate whether a shaft of the diameter required to meet lateral serviceability requirements can be made shorter than what was originally determined for a smaller diameter shaft. One should not simply increase the diameter to satisfy the lateral loading requirements without reconsidering the shaft length. Often multiple combinations of shaft diameter and length can be made to satisfy the axial loading requirements.

Lengths of rock sockets should generally be limited to the extent possible because rock sockets commonly have substantially higher unit costs.

===Commentary on [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States]]===

Throughout EPG 751.37, factored loads are denoted as <math>\boldsymbol\gamma Q</math>. This notation should not be taken to suggest inclusion or exclusion of specific load effects, but rather is simply intended as a convenient notation to reflect factored loads. When applying these guidelines, designers should replace <math>\boldsymbol\gamma Q</math> with load combinations and load factors that are appropriate for the structure and limit state being considered.

Side resistance over the cased length of shaft is commonly neglected for rock-socketed shafts because the resistance is difficult to appropriately establish and because the resistance generally contributes little to the overall shaft resistance. For shafts founded exclusively in soil, the potential resistance over the cased length may provide a more substantial contribution to resistance.

Judgment should be applied when deciding whether to ignore tip resistance in karstic formations including consideration of the prevalence of voids and likelihood of encountering them during actual construction. Consideration should also be given to use of special provisions that stipulate appropriate action if voids are encountered in verification holes.

Design procedures within this article are categorized according to material type, including methods for design of shafts founded within “rock”, “weak rock”, “cohesive soil”, and “cohesionless soil”. While these categories serve to logically separate the guidelines according to design method, complexities present at some sites may lead to cases where multiple methods could potentially be used. In such cases, designers should utilize the method that is most appropriate for the conditions encountered, rather than selecting the method that produces the smallest or largest shaft dimensions.

EPG 751.37.3.1 is generally intended for use with “harder” rock materials where the frequency, orientation, and condition of rock discontinuities tend to dominate the response of the rock to loading from foundations. Such rock masses will generally be composed of rock with uniaxial compressive strengths that are greater than 100 ksf, although some exceptions to this limit could arise. Limestones and dolomites will commonly fall under this article as will many sandstones, and even a few hard shales.

EPG 751.37.3.2, EPG 751.37.3.3, EPG 751.37.3.4, and EPG 751.37.3.5 are intended for use with weaker rock where the properties of the intact rock tend to dominate performance. These articles represent alternative means for design in shales, some weak sandstones, and potentially some very stiff clays. Several alternative methods are provided because of difficulties that can arise with reliable sampling and testing of weak rock. EPG 751.37.3.2 is intended for use when the compressive strength of the rock is determined using conventional uniaxial compression tests whereas the remaining articles provide means for designing drilled shafts in weak rock based on in situ tests or index tests. Use of methods provided in these articles for materials with properties falling outside of the measurement bounds provided should be done with extreme caution as the methods may dramatically overestimate the resistance that can be realistically achieved beyond the bounds provided.

EPG 751.37.3.6 and EPG 751.37.3.7 are intended for use with cohesive and cohesionless soils, respectively. Some overlap exists between the strength limits provided in EPG 751.37.3.2 and EPG 751.37.3.6 (Note that the limits for EPG 751.37.3.2 are based on the uniaxial compressive strength whereas the limits for EPG 751.37.3.6 are based on the undrained shear strength, which is nominally one half of the compressive strength). When designing for materials that fall within this overlapping range of strengths, designers shall use the method that is most appropriate for the material encountered.

====Commentary on [[#751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (qu ≥ 100 ksf)|EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')]]====

=====Commentary on Side Resistance for Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')=====

The design method provided in this article is adapted from Horvath and Kenney (1979) based on evaluation of results from a small number of load tests performed in Missouri limestones for shafts constructed in general accordance with current MoDOT construction specifications. Analysis of this data shows that the “best fit” trend to the empirical data is similar to the Horvath and Kenny relationship.

The resistance factors provided in Figure 751.37.3.1.1 were established from probabilistic calibrations to achieve the target foundation reliabilities established by MoDOT as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, the uniaxial compressive strength of the rock, as well as the variability and uncertainty of the design method were explicitly considered in these calibrations. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty utilized for the design method were established from empirical data derived from load tests performed on test shafts constructed in general accordance with current MoDOT construction specifications. Consideration of additional load test results from test shafts not constructed following these specifications was found to lead to substantially lower required resistance factors. As such, the resistance factors provided are not generally appropriate for shafts constructed according to specifications that differ substantially from current MoDOT construction specifications.

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.4 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from within the depth range of the shaft segment being considered. However, the values used should reflect the mean and variability in the material parameters within that depth range.

=====Commentary on Tip Resistance for Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')=====

The design method provided in this article is adapted from the method presented in Wyllie (1999) to conform to the LRFD approach. The method is derived from the Hoek-Brown strength criterion (Hoek and Brown, 1988) that is commonly used to represent the strength of fractured rock masses using the rock mass parameters, ''m'' and ''s''. The resistance factors provided in Figure 751.37.3.1.2 were established from probabilistic calibrations to achieve the target foundation reliabilities as described in Abu El-Ela et al. (2011) and are identical to those provided in EPG 751.38.3.1 for bearing resistance of spread footings on fractured rock. These calibrations were conducted with explicit consideration of variability and uncertainty present for dead load, live load, uniaxial compressive strength, and the design method itself (i.e. a “method” uncertainty). The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty in the design method was conservatively estimated utilizing the likely range of m and s values expected for a particular condition.

Unfortunately, empirical data to evaluate design methods for predicting the ultimate tip resistance of drilled shafts in fractured rock are not presently available. As such, the variability and uncertainty attributed to the design method was conservatively estimated as a matter of prudence. One consequence of this conservatism is that the factored tip resistance predicted for foundations designed according to EPG 751.37.3.1 may, in some cases, be less than the factored tip resistance predicted according to EPG 751.37.3.2 for rock that might be considered to have lower quality. This consequence is a reflection of the lack of data available to confirm the predicted resistance using the prescribed method, and thus the limited reliability of the method, rather than an indication that the tip resistance will actually be less than that for lesser rock. Future research to measure the ultimate tip resistance for drilled shafts in fractured rock could dramatically improve the accuracy and reliability of these methods, which in turn would dramatically improve the efficiency of foundation designs for fractured rock. This consequence also suggests that site specific load tests could potentially improve foundation efficiency in some cases while still maintaining the target reliability.

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.5 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math>, <math>COV_{\overline{q_u}}</math>, ''m'' and ''s'' do not have to be established exclusively from tests or observations performed for rock specimens taken from within the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

Several methods are available for establishing appropriate values of ''GSI'' for specific rock masses. Equation 751.37.3.8 represents a generally rigorous approach for determination of ''GSI'' that should be used when available measurements and observations allow for establishing Rock Mass Rating system ratings and when these ratings produce ''RMR'' greater than 25. In cases where such measurements and observations are not available, or where ''RMR'' is less than 25, ''GSI'' values can be estimated using the qualitative chart shown in Fig. Commentary 751.37.3.1.1 based on the work of Marinos and Hoek (2000). Figs. Commentary 751.37.3.1.2, Commentary 751.37.3.1.3 and Commentary 751.37.3.1.4 provide additional guidance for qualitative selection of GSI for typical sandstones, shales and limestones from the chart.

In cases where ''GSI'' cannot be rationally determined, it is also possible to directly estimate approximate values for the rock mass parameters ''m'' and ''s'' from Table Commentary 751.37.3.1 using qualitative descriptions of the rock mass. The values provided in Table Commentary 751.37.3.1 will generally be less than values that will be produced using Equations 751.37.3.6 and 751.37.3.7. This result is because the values in Table Commentary 751.37.3.1 were established under the assumption that excavation-induced damage will occur (i.e. that the Hoek and Brown damage factor, ''D'', is equal to 1) while Equations 751.37.3.6 and 751.37.3.7 were established assuming that no significant excavation-induced damage will occur (i.e. that ''D'' = 0). Since significant excavation-induced damage is unlikely to occur for shafts excavated using conventional construction techniques, the values provided in Table Commentary 751.37.3.1 will be conservative. It is also important to point out that ''m'' and ''s'' can be roughly interpolated from the values provided in Table Commentary 751.37.3.1 for conditions falling between those listed.

[[image:751.38.4.2.jpg|center|700px|thumb|<center>'''Fig. Commentary 751.37.3.1.1 Graphic for estimation of geological strength index (GSI) in rock (from Marinos and Hoek, 2000).'''</center>]]

[[image:Commentary 751.38.4.1.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.2 Graphic for illustrating typical ranges for geological strength index (GSI) of sandstone (from Marinos and Hoek, 2000). '''</center>]]

[[image:Commentary 751.38.4.2.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.3 Graphic for illustrating typical ranges for geological strength index (GSI) of siltstone, claystone, and clay shale (from Marinos and Hoek, 2000).'''</center>]]

[[image:Commentary 751.38.4.3.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.4 Graphic for illustrating typical ranges for geological strength index (GSI) of limestone (from Marinos and Hoek, 2000). '''</center>]]

[[image:Table Commentary 751.38.3.1.jpg|center|750px|thumb|<center>'''Table Commentary 751.37.3.1 Approximate values for rock material constants for rock masses of varying quality (from AASHTO, 2009; after Hoek and Brown, 1988'''</center>]]

Methods provided in this subarticle are not appropriate for use with uniaxial compressive strengths estimated from Point Load Index tests or from other empirical correlations. Use of correlations for estimation of uniaxial compressive strength introduces additional variability into the relation among rock mass parameters, uniaxial compressive strength, and side and tip resistance that is not accounted for in the resistance factors provided. Use of compressive strengths derived from Point Load Index values or other correlations is therefore not appropriate for application of the provisions of this subarticle. It is possible to develop resistance factors that would be appropriate for such use, but such calibrations have not been completed at this time.

====Commentary on [[#751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ qu ≤ 100 ksf)|EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤ 100 ksf'')]]====

Several alternative methods are provided to estimate side resistance for shafts founded in weak rock. Any of these alternatives may be used depending upon the site characterization data that are available. All methods provided are intended to produce shafts with reliabilities that are approximately equal to the established target reliability for the operational importance utilized. However, the methods will not necessarily produce shafts with identical dimensions so designers are encouraged to consider potential efficiencies that can be realized from utilization of the alternative methods. It is currently anticipated that methods in EPG 751.37.3.2 will produce the most cost-effective drilled shafts from among the methods provided. However, additional experience with the different provisions is needed to confirm this belief.

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), and Miller (2003). The resistance factors provided in Figures 751.37.3.1.3 and 751.37.3.1.4 were established from probabilistic calibrations to achieve established target reliabilities as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, and uniaxial compressive strength were explicitly considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty for the empirical design method were established from statistical analysis of the empirical data as described in Loehr et al. (2011b).

Uniaxial compressive strengths established from Point Load Index tests or from other empirical correlations are not appropriate for use with the methods provided in this subarticle. Use of correlations for estimation of uniaxial compressive strength introduces additional variability and uncertainty into the relations among uniaxial compressive strength and side and tip resistance that is not accounted for in the resistance factors provided. Use of compressive strengths derived from Point Load Index values or other correlations is therefore not appropriate for application of the provisions of this subarticle. Methods provided in EPG 751.37.3.5 shall be used to design drilled shafts using results from Point Load Index tests.

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤100 ksf'')=====

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.9 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.9 is limited to be less than 30 ksf because predictions resulting from use of the equation for ''q<sub>u</sub> ≥ 100 ksf'' will often exceed what can be reliably mobilized for large uniaxial compressive strengths.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤ 100 ksf'')=====

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.10 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from within the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.10 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''q<sub>u</sub> ≥ 100 ksf'' will often exceed what can be reliably mobilized for large uniaxial compressive strengths.

====Commentary on [[#751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (Neq ≤ 400 blows/ft)|EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), Pierce et al. (2011), and Miller (2003). The resistance factors provided in Figures 751.37.3.5 and 751.37.3.6 were established from probabilistic calibrations to achieve established target reliabilities as described in Pierce et al. (2011). The variability and uncertainty present for dead load, live load, and equivalent SPT ''N''-value were explicitly considered in the calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty for the empirical design method was established from statistical analysis of the empirical data as described in Pierce et al. (2011).

“Equivalent N-value” is used in these guidelines because, strictly speaking, the value used is not a true SPT ''N''-value. Common practice is to limit the number of hammer blows in SPT measurements to approximately 50 blows in 6 inches (depending upon the energy rating of the hammer). As such, ''N''-values greater than 100 blows per foot are not reported. Rather, when tests fail to penetrate at least 6 inches, the penetration achieved for 50 blows is reported to reflect the relative strength and stiffness of the test material. In such cases, the “equivalent” N-value is calculated as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>N_{eq} = 12 \cdot \frac{b}{p}</math>||align="center"| (dimensionless)||align="right"|Equation Commentary 751.37.3.1
|}

where:

:N<sub>eq</sub> = “equivalent SPT N-value” (blows/foot),

:b = number of blows applied (blows) and

:p = measured penetration of Standard sampler (inches).

When tests successfully penetrate 6 in. during one testing increment but subsequently fail to penetrate 6 in. during a successive increment, the equivalent ''N''-value shall be computed using the combined number of blows and combined penetration of both testing increments. While N<sub>eq</sub> is not strictly an SPT ''N''-value, its use is consistent with current MoDOT practice and, since it was used as the basis for calibration of the methods of this article, is appropriate for use in design.

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')=====

The coefficient of variation for the mean equivalent SPT ''N''-value used in Equation 751.37.3.11 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> of the equivalent ''N''-value as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{N_{eq}}</math> and <math>COV_{\overline{N_{eq}}}</math> do not have to be established exclusively from tests performed over the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.11 is limited to be less than 30 ksf because predictions resulting from use of the equation for N_eq≥400 blows/foot will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')=====

The coefficient of variation for the mean equivalent SPT ''N''-value used in Equation 751.37.3.12 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> of the equivalent ''N''-value as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{N_{eq}}</math> and <math>COV_{\overline{N_{eq}}}</math> do not have to be established exclusively from tests performed over the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.12 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''N<sub>eq</sub> ≥ 400 blows/ft.'' will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)|EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤ 10 in.)]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), Pierce et al. (2011), and Miller (2003). The resistance factors provided in Figures 751.37.3.4.1 and 751.37.3.4.2 were established from probabilistic calibrations to achieve established target reliabilities as described in Pierce et al. (2011). The variability and uncertainty present for dead load, live load, and Texas Cone Penetration test penetration were considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty for the empirical design method was established from statistical analysis of the empirical data as described in Pierce et al. (2011).

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤10 in.)=====

Resistance factors to produce the established target reliabilities from mean TCP values actually vary slightly depending on the magnitude of the mean ''TCP''-value. However, since the differences observed in resistance factors were small, average values determined over the range of potential ''TCP''-values (1 in. ≤ ''TCP'' ≤10 in.) were used as a practical simplification.

The coefficient of variation for the mean ''TCP''-value used in Equation 751.37.3.13 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{TCP}</math> and <math>COV_{\overline{TCP}}</math> do not have to be established exclusively from tests performed over the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.13 is limited to be less than 30 ksf because predictions resulting from use of the equation for ''TCP ≥ 10 in.'' will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤ 10 in.)=====

Resistance factors to produce the established target reliabilities from mean ''TCP'' values actually vary slightly depending on the magnitude of the mean ''TCP''-value. However, since the differences observed in resistance factors were small, average values determined over the range of potential ''TCP''-values (1 in. ≤ ''TCP'' ≤ 10 in.) were used as a practical simplification.

The coefficient of variation for the mean ''TCP''-value used in Equation 751.37.3.14 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{TCP}</math> and <math>COV_{\overline{TCP}}</math> do not have to be established exclusively from tests performed over the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.14 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''TCP ≥ 10 in.'' will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ Is(50) ≤ 40 ksf)|EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)''</sub> ≤ 40 ksf)]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), and Miller (2003). The resistance factors provided in Figures 751.37.3.5.1 and 751.37.3.5.2 were established from probabilistic calibrations to achieve established target reliabilities as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, and Point Load Index were explicitly considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty for the empirical design method were established from statistical analysis of the empirical data as described in Loehr et al. (2011b).

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)</sub>'' ≤ 40 ksf)=====

The coefficient of variation for mean Point Load Index values used in Equation 751.37.3.15 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {I_{s(50)}}</math> and <math>COV_{\overline{I_{s(50)}}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.15 is limited to be less than 30 ksf because predictions resulting from use of the equation for <math>\overline {I_{s(50)}}</math> ≥ 40 ksf will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)</sub>'' ≤ 40 ksf)=====

The coefficient of variation for mean Point Load Index values used in Equation 751.37.3.16 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {I_{s(50)}}</math> and <math>COV_{\overline{I_{s(50)}}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.16 is limited to be less than 400 ksf because predictions resulting from use of the equation for <math>\overline {I_{s(50)}}</math> ≥ 40 ksf will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (su ≤ 5 ksf)|EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)]]====

=====Commentary on Side Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)=====

The design method and resistance factors provided in this article were established from probabilistic calibrations performed using empirical data from Kulhawy and Jackson (1993) and analyses of variability by Phoon and Kulhawy (2005). Equation 751.37.3.18 was established from analysis of the data from Kulhawy and Jackson (1993), with curve fitting constraints to keep the relationship simple.

The resistance factors provided in this article should be considered approximate at this time for two reasons. The first reason is that the calibrations were performed using the variability of the measurements of unit side resistance, rather than the variability of predictions for unit side resistance. The result of this approximation is to generally underestimate the variability of unit side resistance and therefore to overestimate the resistance factors needed to achieve a given target reliability. This approximation is believed to be acceptable on an interim basis because the magnitude of the error is believed to be small since the data set is relatively large and the magnitude of this error decreases with the size of the data set. The second reason is that the empirical data upon which the resistance factors were derived were based on load tests performed on shafts that were not necessarily constructed following current MoDOT construction specifications. This does not necessarily mean that the results are not representative of results that would be obtained if the shafts were constructed following MoDOT specifications, but it does introduce some additional variability and uncertainty because the effect of construction methods is unknown. Such additional variability and uncertainty was not included in the calibrations performed to establish the resistance factors provided. MoDOT currently designs very few drilled shafts that derive substantial resistance from side shear in cohesive soils. However, more rigorous calibration of these resistance factors should nevertheless be performed to improve the precision of designs conducted using these provisions.

The resistance factors provided in this article are based on the assumption that measurements of undrained shear strength will accurately reflect the actual undrained shear strength in the field. Use of undrained shear strength values established from approximations or from index tests such as hand-held penetrometer tests, Torvane tests, or Standard Penetration Tests will introduce additional variability and uncertainty into the design that is currently not reflected in the resistance factors provided. As such, it is not generally appropriate to use such approximations for estimating undrained shear strength for use in these provisions. At a minimum, undrained shear strengths should be established based on unconfined compression tests performed on specimens acquired using good quality boring techniques and good quality “undisturbed” sampling with thin walled samplers. It is preferable to perform unconsolidated-undrained type triaxial tests or consolidated-undrained type triaxial tests to establish undrained shear strength values for use in these provisions.

The coefficient of variation for the mean undrained shear strength used in Equations 751.37.3.17 and 751.37.3.18 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {s_u}</math> and <math>COV_{\overline {s_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

=====Commentary on Tip Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)=====

The design method provided is currently unchanged from prior MoDOT guidance. Resistance factors provided in this article are revised from prior versions of the EPG. These resistance factors were established from probabilistic calibrations and are identical to those provided for bearing capacity of spread footings in cohesive soils in EPG 751.38.3.3.

The coefficient of variation for the mean undrained shear strength used in Equation 751.37.3.19 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {s_u}</math> and <math>COV_{\overline {s_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The resistance factors provided in this article are based on the assumption that measurements of undrained shear strength will accurately reflect the actual undrained shear strength in the field. Use of undrained shear strength values established from approximations or from index tests such as hand-held penetrometer tests, Torvane tests, or Standard Penetration Tests will introduce additional variability and uncertainty into the design that is currently not reflected in the resistance factors provided. As such, it is not generally appropriate to use such approximations for estimating undrained shear strength for use in these provisions. At a minimum, undrained shear strengths should be established based on unconfined compression tests performed on specimens acquired using good quality boring techniques and good quality “undisturbed” sampling with thin walled samplers. It is preferable to perform unconsolidated-undrained type triaxial tests or consolidated-undrained type triaxial tests to establish undrained shear strength values for use in these provisions.

====Commentary on [[#751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]====

=====Commentary on Side Resistance for Drilled Shafts in Cohesionless Soils=====

This subarticle is unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shafts in cohesionless soils have not been completed at this time.

=====Commentary on Tip Resistance for Drilled Shafts in Cohesionless Soils=====

This subarticle is unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shafts in cohesionless soils have not been completed at this time.

====Commentary on [[#751.37.3.8 Geotechnical Resistance from Load Tests|EPG 751.37.3.8 Geotechnical Resistance from Load Tests]]====

This subarticle is unchanged from prior versions of the EPG. Probabilistic calibrations for drilled shafts designs incorporating results from load tests have not been completed at this time. Additional study of available results for load tests in Missouri will likely lead to revision of appropriate resistance factors for use when load tests are performed.

====Commentary on [[#751.37.3.9 Evaluation of Group Effects|EPG 751.37.3.9 Evaluation of Group Effects]]====

Two potential effects arise when drilled shafts are installed in groups with relatively close spacing. The first, and most commonly referenced effect is that there is potential for the cumulative resistance for all shafts in the group to be less than the sum of the individual shaft resistances. Such effects are commonly referred to as “group effects” in the geotechnical literature and have been traditionally accounted for using the methods provided in this article.

The second effect relates to the reliability of a group of shafts relative to the reliability of individual shafts. In general, the reliability of a group of drilled shafts will be greater than that of an individual shaft with the same resistance because groups benefit from “averaging” of shaft resistance, which tends to make their collective resistance more reliable than the resistance from an individual shaft. The resistance factors provided in these guidelines are those that produce the target foundation reliabilities ''for individual shafts''. As such, use of these resistance factors for groups of shafts will tend to produce foundations that are more reliable than the established target reliabilities. No explicit account is made for this effect in the current guidelines, but designers should be aware of this issue. Additional study is needed to allow for this effect to be properly reflected in LRFD methods.

This also raises the issue of redundancy factors, generally denoted as ''η<sub>R</sub>'', in LRFD 1.3.4. The LRFD redundancy factor has been a source of confusion for foundation design, especially given that group efficiency factors are also denoted as ''η''. Use of the redundancy factor to account for the presence or absence of redundancy in the foundations is inappropriate as this factor was developed purely from considerations of the performance of the superstructure and not the foundations as discussed in LRFD C10.5.5.2.4. LRFD 10.5.5.2.4 indicates that resistance factors provided in AASHTO (2009) should be reduced by 20 percent for non-redundant foundations to account for the lack of redundancy. Such reductions should <u>not</u> be applied to the resistance factors provided in these guidelines as the resistance factors were established considering the reliability of individual shafts. While one could conversely argue that the resistance factors provided in these guidelines should therefore be increased by 20 percent for redundant foundations, such a position does not seem justified without additional study and verification that such application is in fact appropriate.

When mixed soil profiles are present, the specific approach utilized for evaluation of group effects shall be based on the soil/rock type that provides the greatest contribution to resistance. For example, for a shaft group founded in rock overlain by cohesive soil, group effects shall be evaluated following the guidelines provided for rock since the shaft resistance will be predominantly derived from side resistance and tip resistance in the rock.

=====Commentary on Group Effects in Cohesionless Soils=====

The provisions provided in this article for cohesionless soils are drawn from the AASHTO LRFD Bridge Design Specification (AASHTO, 2009). Group efficiency factors for drilled shafts in cohesionless soils are generally less than one to account for potential loosening of the soil during shaft excavation and potential for overlapping stresses surrounding the shafts. This is contrary to what is observed for driven piles in most cohesionless soils, where group efficiency factors are commonly greater than one because of densification of the cohesionless soils during pile driving.

=====Commentary on Group Effects in Cohesive Soils=====

No probabilistic calibrations of the “equivalent pier” approach have been performed by MoDOT at this time. The resistance factor provided in this subarticle for evaluation of the equivalent pier is taken from the AASHTO LRFD Bridge Design Specification (AASHTO, 2009). The resistance factor for evaluation of the equivalent pier shall be applied to the total resistance of the equivalent pier (side resistance and tip resistance).

The resistance factors for summation of the individual shaft resistances shall be applied separately for side resistance and tip resistance based on the resistance factors provided in these guidelines for the appropriate soil/rock type(s).

=====Commentary on Group Effects in Rock=====

Few data are available to quantify group effects for shafts founded in rock or shafts founded in stratified soil/rock. The provisions provided for rock are based on considerable judgment drawn from discussions with a number of foundation designers and researchers.

===Commentary on [[#751.37.4 Design for Axial Loading at Serviceability Limit States|EPG 751.37.4 Design for Axial Loading at Serviceability Limit States]]===

The provisions of this article were developed to limit foundation settlements to be less than generally tolerable levels of settlement with some target reliability. Target reliability levels for service limit states are substantially less than target reliability levels for strength limit states because the consequences associated with serviceability limit states are substantially less than consequences for strength limit state conditions. The ramification of these facts is that some foundations designed according to these guidelines may experience settlements that exceed tolerable settlements in some instances. The frequency of foundations settling more than tolerable limits should approach the established target probabilities of exceedance when considered over a large number of projects. In cases where actual foundation settlements are observed to exceed tolerable limits, appropriate remedial measures shall be applied to the foundation(s) and/or the structure that it is supporting so that appropriate reliability is maintained.

Tolerable settlements used throughout these provisions were established from theoretical considerations and empirical observations of bridge performance based on the work of Moulton (1984) and Duncan and Tan (1991). Three different serviceability conditions corresponding to different levels of required maintenance and repair were initially considered:

:1) minor damage generally corresponding to the theoretical onset of deck cracking (Duncan and Tan, 1991),

:2) more significant damage corresponding to the onset of structural distress based on empirical observations by Moulton (1986) and

:3) major damage corresponding to theoretical overstress of the bridge superstructure (Moulton, 1986).

Target reliabilities for each of these conditions were established based on economic analyses described in Bowders et al. (2011). Comparative analyses for typical design conditions were then performed to evaluate the alternative serviceability conditions. Results of these analyses generally indicate that the first serviceability condition, corresponding to minor damage, tends to control foundation dimensions. These guidelines therefore only require evaluation of this condition (the others being presumed to be inherently satisfied based on the analyses performed).

Based on this work, tolerable settlements are established according to an angular distortion, defined as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>A = \frac{\Delta}{s} \le 0.0021</math>||align="center"| (dimensionless)||align="right"|Equation Commentary 751.37.4.1
|}

where :

:''A'' = angular distortion (dimensionless),

:''∆'' = differential settlement between adjacent bridge bents (consistent units of length),

:''S'' = span between adjacent bridge bents (consistent units of length).

This limiting value of angular distortion is based on theoretical consideration of the onset of deck cracking (Duncan and Tan, 1991). This limit is explicitly included in the methods provided throughout EPG 751.37.

The target probabilities of exceedance reflected in the resistance factors provided in EPG 751.37 correspond to the target values established by MoDOT based on economic considerations. While use of alternative limits for tolerable settlement is possible, such use is not strictly appropriate since the target probabilities adopted by MoDOT for different classes of operational importance were established based on consequences associated with the limit provided in Equation Commentary 751.37.4.1. Other limits would generally require different target probabilities, and thus different resistance factors to achieve the same economic balance.

When results of evaluations performed for these provisions require that shaft dimensions be increased, designers should recognize that it has traditionally been more cost effective to increase the length of drilled shafts rather than increase the diameter of the shafts.

====Commentary on [[#751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]====

The provisions of EPG 751.37.4.1 are based on an approximate load-settlement curve illustrated in Fig. Commentary 751.37.4.1.1. The load-settlement curve is established considering factored side and tip resistance values that account for variability and uncertainty associated with the nominal side and tip resistance and associated with mobilization of side and tip resistance. The following assumptions are also made:

:* the shaft can be considered as practically rigid over the length of the shaft where significant side resistance is mobilized so that side resistance and end resistance are simultaneously mobilized;

:* side and tip resistance are mobilized according to the bi-linear curves shown in Fig. Commentary 751.37.4.1.2;

:* ultimate side resistance is fully mobilized at shaft displacements of 0.5 percent of the shaft diameter and

:* ultimate tip resistance is fully mobilized for shaft displacements of 5 percent of the shaft diameter.

[[image:Commentary 751.37.4.1.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.1.1 Approximate load-settlement curve used for estimation of drilled shaft settlement using approximate method.'''</center>]]

[[image:Commentary 751.37.4.2.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.1.2 Presumed load-settlement relationships for side and tip resistance for estimation of drilled shaft settlement using approximate method.'''</center>]]

Based on these assumptions, the approximate factored load-settlement curve can be constructed by establishing the factored resistance and associated settlement values at the points designated as “a” and “b” in Fig. Commentary 751.37.4.1.1. The mobilized factored resistance at point a is computed as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|''R<sub>aR</sub> = R<sub>sR</sub> + 0.1 R<sub>pR</sub>''||align="center"| (consistent units of force)||align="right"|Equation Commentary 751.37.4.2
|}

where:

:''R<sub>aR</sub>'' = factored total resistance at point a (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force) and

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force).

The corresponding settlement at point a is taken to be:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_a = 0.005 \cdot D</math>||align="center"| (consistent units of length)||align="right"|Equation Commentary 751.37.4.3
|}

where:

:''δ<sub>a</sub>'' = settlement corresponding to point a (consistent units of length) and

:''D'' = shaft diameter (consistent units of length).

The mobilized factored resistance at point b is computed as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|''R<sub>bR</sub> = R<sub>sR</sub> + R<sub>pR</sub>''||align="center"| (consistent units of force)||align="right"|Equation Commentary 751.37.4.4
|}

where:

:''R<sub>bR</sub>'' = factored total resistance at point b (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force) and

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force).

The corresponding settlement at point b is taken to be
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_b = 0.05 \cdot D</math>||align="center"| (consistent units of length)||align="right"|Equation Commentary 751.37.4.5
|}

where:

:''δ<sub>b</sub>'' = settlement corresponding to point b (consistent units of length) and

:''D'' = shaft diameter (consistent units of length).

The factored settlement due to a factored service load can then be determined by interpolation from the approximate load-settlement curve. Equations Commentary 751.37.4.3 and Commentary 751.37.4.4 produce such interpolated values with an additional term being added to account for elastic compression of the unsupported length of the shaft. For the purposes of this provision, the unsupported length shall be taken to be the length of shaft over which side resistance is neglected.

As has been done throughout these guidelines, factored loads are denoted using <math>\boldsymbol\gamma Q</math> as a general reference to factored loads. This notation should not be taken to imply inclusion or exclusion of any specific load effects or load combinations, but rather is simply intended as a convenient notation to reflect factored loads. When applying these provisions of the guidelines, designers should replace <math>\boldsymbol\gamma Q</math> with the appropriate load combinations and load factors for the relevant limit state. For this article, such load combinations and load factors should correspond to the appropriate serviceability limit state in which load factors are generally taken to be 1.0.

The modulus of elasticity used in Equation 751.37.4.7 should reflect the composite modulus for the shaft including the concrete and reinforcing steel.

The settlement resistance factor for elastic compression is placed in the denominator of Equation 751.37.4.7 as a matter of choice so that resistance factors are less than 1.0 as is conventionally assumed.

Settlement resistance factors for elastic compression provided in Table 751.37.4.1 were developed from probabilistic analyses performed considering the variability in the dead and live loads, the variability in concrete modulus, and the variability in the shaft area. The variability used for dead and live loads was taken from Kulicki et al. (2007). Variabilities in concrete modulus and shaft area were estimated from preliminary results of an ongoing study of the variability of these parameters (Tyler, 2010). Because these estimates are preliminary, it is likely that the settlement resistance factors for elastic compression can be refined with additional study of the variability of concrete modulus and shaft area.

The resistance factors provided in Figures 751.37.4.1.1 through 751.37.4.1.12 were established from preliminary probabilistic calibrations to achieve established target reliabilities as described in Vu and Loehr (2011). Considerable judgment was applied in development of these resistance factors in an effort to make these guidelines as comprehensive as possible. However, the resistance factors should be considered as rational but preliminary design values that can be dramatically improved through more comprehensive analysis of available full-scale load test results. The resistance factors provided were established with explicit consideration of the variability and uncertainty present for dead and live loads, for the nominal side and tip resistance, and for the anticipated mobilization of side and tip resistance. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty in the nominal side and tip resistances were established from statistical analysis of the empirical data as described in Loehr et al. (2011b). Variability and uncertainty in mobilization of side and tip resistance were estimated from preliminary analysis of results from a limited number of full-scale load tests. Additional study of the serviceability provisions of these guidelines should include more rigorous analysis of available load test data to establish improved models for load transfer in different types of materials, re-calibration of resistance factors for both the approximate method and t-z method provided in the guidelines, as well as consideration of alternative simplified and closed-form methods for prediction of settlements for drilled shafts (e.g. Vesic, 1977; Chen and Kulhawy, 2002; Mayne and Harris, 1993; O’Neill et al, 1996; etc.).

Probabilistic calibration of resistance factors for settlement of individual drilled shafts in cohesionless soils have not been completed at this time. Settlement evaluations should therefore be conducted according to current AASHTO LRFD Bridge Design Specifications. However, it is important to note that such designs will not generally produce the target probabilities established by MoDOT.

====Commentary on [[#751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method|EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method]]====

The settlement resistance factors used in the provisions of this article are akin to ''t''-multipliers for ''t-z'' models and ''q''-multipliers for ''q-w'' models, where the respective multipliers are selected to produce the target reliabilities for settlement established by MoDOT, as illustrated in Fig. Commentary 751.37.4.2. Application of resistance factors for use in commercial specialty software or spreadsheet programs therefore requires no special capabilities beyond that required for conventional analyses.

The program TZPile© is commercially available through Ensoft, Inc. Other similar programs are also commercially available from other vendors.

The modulus of elasticity used in the ''t-z'' analyses should reflect the composite modulus for the shaft including the concrete and reinforcing steel.

Elastic compression of shafts is inherently included in results of ''t-z'' analyses so no additional account shall be made for elastic compression of the shaft.

Results of preliminary analyses suggest that the variability and uncertainty associated with the shaft stiffness (''EA'') used in ''t-z'' analyses can be substantial (Tyler, 2010). For this version of the guidelines, the decision was made to combine the variability and uncertainty associated with shaft stiffness together with other sources of variability and uncertainty rather than to consider it separately. This decision simplifies use of the provisions, but does not allow for explicit accounting of the effects of the variability in shaft stiffness. Further study is needed to determine whether this position is a prudent one or whether separate resistance factors should be applied to shaft stiffness to allow the effect to be isolated.

[[image:Commentary 751.37.4.3.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.2 Illustration of unfactored and factored t-z models for estimation of drilled shaft settlement using t-z method.'''</center>]]

The resistance factors provided in Figures 751.37.4.2.1 through 751.37.4.2.12 were established from preliminary probabilistic calibrations to achieve established target reliabilities as described in Vu and Loehr (2011). Considerable judgment was applied in development of these resistance factors in an effort to make these guidelines as comprehensive as possible. However, the resistance factors should be considered as rational but preliminary design values that can be dramatically improved through more comprehensive analysis of available full-scale load test results. The resistance factors provided were established with explicit consideration of the variability and uncertainty present for dead and live loads, for the nominal side and tip resistance, and for the anticipated mobilization of side and tip resistance. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty in the nominal side and tip resistances were established from statistical analysis of the empirical data as described in Loehr et al. (2011b). Variability and uncertainty in mobilization of side and tip resistance were estimated from preliminary analysis of results from a limited number of full-scale load tests. Additional study of the serviceability provisions of these guidelines should include more rigorous analysis of available load test data to establish improved models for load transfer in different types of materials, re-calibration of resistance factors for both the approximate method and t-z method provided in the guidelines, as well as consideration of alternative simplified and closed-form methods for prediction of settlements for drilled shafts (e.g. Vesic, 1977; Chen and Kulhawy, 2002; Mayne and Harris, 1993; O’Neill et al, 1996; etc.).

Model specific calibrations for individual ''t-z'' and ''q-w'' models have not been completed at this time. The resistance factors provided in these guidelines were established from preliminary calibrations for several simplified models. While the resistance factors produced from these calibrations, and provided in these guidelines, represent a rational design position, additional research is needed to refine these calibrations to reflect specific ''t-z'' and ''q-w'' models for different soil/rock types. Such calibrations are likely to increase the settlement resistance factors, which will improve the efficiency of drilled shafts designed according to these guidelines if serviceability controls the shaft dimensions.

Probabilistic calibration of resistance factors for settlement of individual drilled shafts in cohesionless soils have not been completed at this time. Settlement evaluations should therefore be conducted according to current AASHTO LRFD Bridge Design Specifications. However, it is important to note that such designs will not generally produce the target probabilities established by MoDOT.

====Commentary on [[#751.37.4.3 Settlement of Drilled Shafts in Groups|EPG 751.37.4.3 Settlement of Drilled Shafts in Groups]]====

=====Commentary on Settlement of Shaft Groups in Cohesive Soils=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesive soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Cohesionless Soils Using Standard Penetration Test Measurements=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesionless soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Cohesionless Soils Using Cone Penetration Test Measurements=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesionless soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Rock=====

This subarticle is new to the EPG, but relies exclusively on methods and resistance factors established for other provisions of the EPG.

===Commentary on [[#751.37.5 Design for Lateral Loading at Strength and Service Limit States|EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States]]===

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for laterally loaded shafts have not been completed at this time.

===Commentary on [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6 Structural Resistance of Drilled Shafts]]===

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions.

The LRFD requirement that reinforcing steel extend 10 feet below the point of fixity shall not be taken to imply that rock sockets shall be a minimum of 10 feet long. This provision is intended to ensure that reinforcing steel extends beyond where significant bending may be encountered in the shaft, the location of which if not coincident with the point of fixity (pof) but higher than the pof may provide reasoning for using a lesser but adequate development length for a lesser bending moment at the pof and hence a shorter socket length., Regardless, reinforcement shall be provided for the full length of the shaft.

===Commentary on [[#751.37.7 References|EPG 751.37.7 References]]===
AASHTO (2009), ''AASHTO LRFD Bridge Design Specification: Customary U.S. Units'', American Association of State Highway and Transportation Officials, Fourth Edition with 2008 and 2009 Interim Revisions.

Abu El-Ela, A.A., J.J. Bowders, and J.E. Loehr (2011), ''Calibration of LRFD Resistance Factors for Design of Spread Footings in Hard and Soft Rock'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Bowders, J.J., J.E. Loehr, and D.R. Huaco (2011),'' MoDOT Transportation Geotechnics Research Program: Development of Target Reliabilities for MoDOT Bridge Foundations and Earth Slopes'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Chen, Y-J, and F.H. Kulhawy (2002), “Evaluation of Drained Axial Capacity for Drilled Shafts,” ''Deep Foundations 2002: An International Perspective on Theory, Design, Construction, and Performance'', Geotechnical Special Publication No. 116, M.W. O’Neill and F.C. Townsend, Editors, ASCE, Reston, VA, pp. 1200-1214.

Duncan, J.M., and C.K. Tan (1991), “Part 5 – Engineering Manual for Estimating Tolerable Movements for Bridges,” in ''Manuals for the Design of Bridge Foundations'', NCHRP Report 343, by R.M. Barker, J.M. Duncan, K.B. Rojiani, P.S.K. Ooi, C.K. Tan, and S.G. Kim, Transportation Research Board, pp. 219-228.

Hoek, E., and E.T. Brown (1988), “The Hoek-Brown Failure Criterion – A 1988 Update,” ''Proceedings of the 15<sup>th</sup> Canadian Rock Mechanics Symposium'', Toronto, Canada.

Hoek, E. and E.T. Brown (1997), “Practical Estimates of Rock Mass Strength,” ''International Journal of Rock Mechanics and Mining Sciences'', Vol. 34, No. 8, Elsevier, pp. 1165-1186.

Horvath, R.G., and T.C. Kenney (1979), “Shaft Resistance of Rock Socketed Drilled Piers,” ''Proceedings of the Symposium on Deep Foundations'', ASCE, pp. 182-214.

Kulicki, J.M., Z. Prucz, C.M. Clancy, D.R. Mertz, and A.S. Nowak (2007),'' Updating the Calibration Report for AASHTO LRFD Code'', Final Report for NCHRP Project 20-7/186, AASHTO, 125 pp.

Loehr, J.E., B.L. Rosenblad, and T.T. Vu (2011a), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Interpretation Report, Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Loehr, J.E., S.A. Grant, and B.L. Rosenblad (2011b), Calibration of Resistance Factors for Design of Drilled Shafts at Strength Limit States Using Laboratory Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Mayne, P.W., and D.E. Harris (1993), ''Axial Load-Displacement Behavior of Drilled Shaft Foundations in Piedmont Residuum'', FHWA Reference Number 41-30-2175, Georgia Tech Research Corporation, Atlanta, GA.

Miller, A.D. (2003), ''Prediction of Ultimate Side Shear for Drilled Shafts in Missouri Shales'', thesis presented to the faculty of the University of Missouri in partial fulfillment of the requirements for M.S. degree, 266 pp.

Moulton, L.K. (1986), ''Tolerable Movement Criteria for Highway Bridges'', Report No. FHWA-TS-85-228, Federal Highway Administration, McLean, VA, 93 pp.

O'Neill, M.W., F.C. Townsend, K.H. Hassan, A. Buller, and P.S. Chan (1996), ''Load Transfer for Drilled Shafts in Intermediate Geomaterials'', Publication No. FHWA-RD-95-171, Federal Highway Administration, McLean, VA, 184 pp.

O’Neill, M.W., and L.C. Reese (1999), ''Drilled Shafts: Construction Procedures and Design Methods'', Report No. FHWA-IF-99-025, Federal Highway Administration, McLean, VA, 758 pp.

Phoon, K.K., and F.H. Kulhawy (2005), “Characterization of Model Uncertainties for Drilled Shafts Under Undrained Axial Loading,” ''Contemporary Issues in Foundation Engineering'', Proceedings of Sessions from the Geo-Frontiers 2005 Congress, Austin, Texas, ASCE Geo-Institute, GSP 131.

Pierce, M.D., J.E. Loehr, and B.L. Rosenblad (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Strength Limit States Using In situ Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Rosenblad, B.L., J.E. Loehr, M.D. Pierce, S.A. Grant, and K.D. Murphy (2011), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Data Report'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Turner, J.P. (2006), ''Rock-socketed Shafts for Highway Structure Foundations'', NCHRP Synthesis 360, Transportation Research Board, 136 pp.

Tyler, H.L. (2010), ''Influence of Parameter Variability on Side Shear Values Determined from O-Cell Testing of Drilled Shafts'', report presented to the University of Missouri in partial fulfillment of the requirements for M.S. Degree.

Vu, T.T., and J.E. Loehr (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Serviceability Limit States'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Vesic, A.S. (1977), ''NCHRP Synthesis 42: Design of Pile Foundations'', Transportation Research Board, National Research Council, Washington, D.C., 68 pp.

Wyllie, D.C. (1999), ''Foundations on Rock'', E & FN Spon, Second Edition, 401 pp.

[[Category:751 LRFD Bridge Design Guidelines]]

751.37 Drilled Shafts

2026-01-15T17:15:32Z

Hoskir: /* 751.37.3 Design for Axial Loading at Strength Limit State */ math errors

==751.37.1 General==
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These guidelines address procedures for design of drilled shafts used as foundations for bridge piers, bridge abutments, roadway signs, and other miscellaneous structures. The guidelines were established following load and resistance factor design (LRFD) concepts. The provisions provided herein are intended to produce foundations that achieve target reliabilities established by MoDOT for structures of different operational importance. The four classes of operational importance include minor or low volume route, major route, major bridge costing less than $100 million, and major bridge costing greater than $100 million. Additional background regarding development of these provisions and supportive information regarding use of these provisions is provided in the accompanying commentary.

Drilled shafts can be an economical alternative to spread footing or driven pile foundations. They can be constructed in a wide variety of soil and rock conditions and designed to support a wide range of loading conditions. Drilled shafts should be considered:

:* To accommodate sites where depth to bedrock is too short for pile embedment but too deep for spread footings.

:* For large design loads. (Eliminates the need for large quantities of piles).

:* To provide resistance against large lateral and uplift loads.

:* To eliminate the need for cofferdams.

:* To provide protection against scour.

:* To accommodate concerns associated with the effects of pile driving (e.g. vibrations or interference with battered piles).

:* When obstructions or other conditions may make pile driving difficult.

:* To provide resistance to settlement when displacement tolerances are small.

===751.37.1.1 Dimensions and Nomenclature===
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Dimensions to be established in design include the overall length of the shaft and the shaft diameter. For shafts that will be socketed into bedrock, the length and diameter of the rock socket must also be established. Table 751.37.1.1 defines the nomenclature used for these dimensions and provides relevant minimum and/or maximum values for the respective dimensions.

====<center>''Table 751.37.1.1 Summary of drilled shaft dimensions with minimum and maximum values''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
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! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment
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|D|| Nominal shaft diameter (Overall)||align="center"| 18”<sup>'''1'''</sup>||align="center"| --|| Min. 6” increments
|-
|L|| Length of shaft (Overall) ||align="center"|-- ||align="center"|-- ||--
|-
|D<sub>s</sub>'''<sup>4</sup>'''||Nominal socket diameter||align="center"|-- ||align="center"|--<sup>'''2'''</sup>||Min. 6” increments
|-
|L<sub>s</sub>'''<sup>4</sup>'''||Length of rock socket||align="center"| D<sub>s</sub>'''<sup>3, 5</sup>'''||align="center"| --|| --
|-
|colspan="5"|<sup>'''1'''</sup> Shaft diameter shall be at least 6” greater than column diameter when shaft is directly connected to the column and not a footing cap or bent cap.
|-
|colspan="5"|<sup>'''2'''</sup> Sockets installed through casing shall have diameters 6” less than the outside diameter of the casing.
|-
|colspan="5"|<sup>'''3'''</sup> Minimum rock socket length L<sub>s</sub> ≥ D<sub>s</sub> shall be measured from the anticipated tip of the casing.
|-
|colspan="5"|<sup>'''4'''</sup> The dimensions “D<sub>s</sub>” and “L<sub>s</sub>” are not explicitly used in any of the design equations that follow in favor of generally referring to the diameter of any segment of an overall shaft as “D” which can be a rock socket segment. This is not entirely true for the dimension “L<sub>s</sub>” which is explicitly used as part of a settlement design equation that follows. Judicial use of the appropriate segment and use of the appropriate diameter and length of a segment is implicit to the correct use of the design equations that follow. (See [[#751.37.2 General Design Procedure and Limit States|EPG 751.37.2 General Design Procedure and Limit States]].)
|-
| colspan="5" | <sup>'''5'''</sup> See [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]
|}

The length to diameter ratio of drilled shafts should generally be in the following range: 3 ≤ L/D ≤ 30

The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.

===751.37.1.2 Materials===
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Concrete used for drilled shaft construction shall be Class B-2 concrete with minimum compressive strength, <math>f^'_c</math> = 4 ksi.

===751.37.1.3 Casing===
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All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction unless conditions are such that the shafts can be more effectively and reliably constructed without casing or using temporary casing. Welded or seamless steel permanent casing shall be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 701]. Approval from the MoDOT Geotechnical Section is required for use of temporary casing or uncased shafts with or without drilling slurry.

Rock sockets shall be uncased.

Permanent Casing Thickness Design and Plan Reporting:

:Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.

:All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.

:For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.

===751.37.1.4 General Design Considerations===
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|align="center"|'''[[#Commentary on EPG 751.37.1.4 General Design Considerations|Commentary for EPG 751.37.1.4 General Design Considerations''']]
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The following issues shall be considered for design of drilled shafts:

''Scour ''

The potential for scour and its effect on the axial and lateral strength and serviceability of drilled shafts shall be investigated.

''Ground Water ''

The effects of variable ground water levels and buoyancy shall be taken into account in evaluating drilled shaft strength and serviceability limit states.

''Downdrag ''

Downdrag shall be considered when strength and serviceability are evaluated. For drilled shafts socketed into rock and overlain with soil that has the potential to settle, downdrag shall be considered as an applied load and predicted according to LRFD 3.11.8. Downward movements of 0.1 to 0.5 in. are enough to mobilize full downdrag. The top 5 ft. and a bottom length equal to the shaft diameter shall not be included in calculating downdrag. Allowance shall be given for an increase in the undrained shear strength of the soil within compressible strata as consolidation occurs.

''Uplift ''

The effects of uplift shall be considered for drilled shafts in cohesive soils, not socketed into rock.

''Group Effects ''

Shafts designed with relatively close spacing shall be evaluated considering group effects. Specific methods and modifications to account for group effects differ according to the soil/rock type that the shaft is founded within as provided in EPG 751.37.3.9.

The redundancy factor ''η<sub>R</sub>'' from LRFD 1.3.4 shall not be applied for design of drilled shafts.

===751.37.1.5 Related Provisions===
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The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.

===751.37.1.6 Drilled Shaft General Detail Considerations===
[[image:751.37.1.6 01.png|700px|center]]
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.

''Notes:''
::(1) Number of pipes (equally spaced) for Sonic Logging Testing:
::::::Diameter ≤ 2.5 ft: 2 pipes
::::::Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes
::::::Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes
::::::Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes
::::::Diameter >8.0 ft: 6 pipes
::::Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).
::::See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements and alternatives.
::::When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.
::::See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).
::(2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length].
::(3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.
::(4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
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| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])
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|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]
|}

</center>

==751.37.2 General Design Procedure and Limit States==
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|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]
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Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied.

The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.

'''Guidance'''

There are three major types of drilled shaft construction that influence how a drilled shaft is designed. MoDOT exclusively designs and details drilled shafts with permanent casing and rock sockets as given as Case No. 1. The two cases that follow are rare and require the recommendation or approval of the Geotechnical Section and shall be shown on the plans. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].

:1. Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT projects unless otherwise allowed by the Geotechnical Section. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment.).

:2. Permanently cased or temporarily cased or uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.

:3. Temporarily cased or uncased shaft through soil with a reduced or same shaft diameter for soil than/and for rock socket respectively. For axial loading and settlement computations use the appropriate diameter and length of shaft as the case may be for the design segment under investigation.

Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.

Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).

Recommendation or approval from the Geotechnical Section is required for use of temporary casing or uncased shafts with or without drilling slurry.

Note on Definitions:

:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock.

:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.

==751.37.3 Design for Axial Loading at Strength Limit State==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]
|}
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1
|}

where:

:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),

:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and

:<math>\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).

Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.

The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary or permanent casing, or at top of rock socket), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2
|}

where:
:''n'' = number of shaft segments,

:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress),

:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area),

:<math>\phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless),

:''<math>q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress),

:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and

:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length).

<math>\boldsymbol \phi_{qs-i}</math> and ''<math>\boldsymbol q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment.

Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.

The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3
|}

where:

:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),

:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),

:<math>\phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless),

:''<math>q_p </math>''= nominal unit tip resistance (consistent units of stress), and

:''D'' = shaft diameter at the tip of the shaft (consistent units of length).

<math>\phi_{qp}</math> and ''<math>\boldsymbol q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft.

Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:

:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf;

:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf;

:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot;

:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows;

:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf;

:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and

:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.

Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.

===751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (qu ≥ 100 ksf')|'''Commentary for EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)''''']]
|}
'''Side Resistance for Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)'''''

The nominal unit side resistance for shaft segments located in rock shall be computed as a function of the mean uniaxial compressive strength of the intact rock according to (Horvath and Kenney, 1979)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \Bigg(0.95 \cdot \sqrt {\overline q_u} < 17.5 \cdot \sqrt{f'_c}\Bigg)\alpha_E</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.4
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf),

:<math>\overline q_u</math> = mean value of uniaxial compressive strength of rock core along the shaft segment (ksf), and

:<math>f^'_c</math> = compressive strength of concrete (ksi).

:''α<sub>E</sub>'' = factor to account for discontinuities in the rock

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub> )'' determined according to the provisions of this article shall be established from Figure 751.37.3.1.1 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Values for <math>f^'_c</math> shall be estimated based on the expected concrete compressive strength for the shaft.

The nominal unit side resistance predicted using Equation 751.37.3.4 shall be limited to a maximum value of <math>17.5 \cdot \sqrt{f'_c}</math> ksf where <math>f^'_c</math> is input in units of ksi. This limit corresponds to 35 ksf for concrete with <math>f^'_c</math> = 4 ksi.

[[image:751.37.3.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.1.1 Resistance factors for unit side resistance of drilled shafts in rock from uniaxial compression tests on intact rock core. '''</center>]]

A factor α<sub>E</sub> to account for discontinuities in the rock following O’Neill and Reese (1999) shall be used to reduce the nominal unit side resistance calculated by equation 751.37.3.4. The reduction factor shall only be applied to rock with recovery ratios less than 80% and RQD less than 50. Interpolation may be used. The reduction factor shall be determined and included as part of the nominal unit side resistance by the Geotechnical Section.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 751.37.3.1.1 (Modified after O’Neill and Reese, 1999)'''''
! style="background:#BEBEBE" rowspan="2" width="100"|RQD!!style="background:#BEBEBE" colspan="2"| α<sub>E</sub>
|-
!style="background:#BEBEBE" |Closed Joints!!style="background:#BEBEBE"| Open Joints
|-
|100|| 1.0 ||0.85
|-
|70|| 0.85|| 0.55
|-
|50|| 0.60|| 0.55
|-
|30|| 0.50|| 0.5
|-
|20|| 0.45|| 0.45
|}
</center>

'''Tip Resistance for Drilled Shafts in Rock ''(q<sub>u</sub> ≥ 100 ksf)'''''

The nominal unit tip resistance for shafts founded on rock shall be computed as (adapted from Wyllie, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \sqrt{s} \cdot \overline{q_u} \Bigg[ 1 + \sqrt{\frac{m}{\sqrt{s}} + 1} \Bigg] \le 400 ksf</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.5
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (consistent units of stress),

:<math>\overline {q_u}</math> = mean value of the uniaxial compressive strength (consistent units of stress) and

:''m'' and ''s'' = empirical constants describing the rock mass strength (dimensionless).

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.1.2 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math>, ''m'' and ''s'' shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.3.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.1.2 Resistance factors for unit tip resistance of drilled shafts in rock from uniaxial compression tests on intact rock core.'''</center>]]

Values for the rock mass parameters m and s can be established as:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> m = m_i \mbox{exp} \Bigg(\frac{GSI - 100}{28}\Bigg)</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.6
|-
|align="left"|<math> s = \mbox{exp} \Bigg(\frac{GSI - 100}{9}\Bigg) \ for \ GSI \ge 25</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.7a
|-
|align="left"|<math> s = 0 \ for \ GSI < 25</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.7b
|}

where ''m<sub>i</sub>'' is a material constant corresponding to rock type and ''GSI'' is the Geological Strength Index. The value for ''m<sub>i</sub>'' can be estimated from Table 751.37.3.1.2 or determined more precisely from triaxial tests (Hoek and Brown, 1997). For routine design, ''m<sub>i</sub>'' can be approximated as 10 for limestones and dolomites, as 6 for shales, siltstones, and mudstones, and as 17 for sandstones. Values for ''GSI'' can be estimated from rock mass characterizations using the Rock Mass Rating (''RMR'') system for rock masses with ''RMR'' greater than 25 (Hoek and Brown, 1997). Using this approach, GSI is calculated as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>GSI = 10 + \textstyle \sum_{i=1}^4 R_i </math>||align="center"|(dimensionless)||align="right"|Equation 751.37.3.8
|}

where

''R<sub>i</sub>'' = Rock Mass Rating system rating parameters (dimensionless).

''GSI'' is thus equivalent to the ''RMR'' value with the groundwater rating term, ''R<sub>5</sub>'', taken as 10.

Values for ''GSI'' to be used in Equations 751.37.3.6 and 751.37.3.7, or values for ''m'' and ''s'' to be used in Equation 751.37.3.5, can also be established using alternative methods described in the commentary to this subarticle.

The nominal tip resistance predicted using Equation 751.37.3.5 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:table 751.37.3.2.jpg|center|775px|thumb|<center>'''Table 751.37.3.1.2 Approximate values for material constant ''m<sub>i</sub>'' (from Marinos and Hoek, 2000). Numerals shown beneath rock types reflect ''m<sub>i</sub>'' values. Values in parentheses are estimates.'''</center> <br>
* Conglomerates and breccias may present a wide range of ''m<sub>i</sub>'' values depending on the nature of the cementing material and degree of cementation, so they may range from values similar to sandstone, to values used for fine grained sediments (even under 10). <br>
** These values are for intact rock specimens tested normal to bedding or foliation. The value of ''m<sub>i</sub>'' will be significantly different if failure occurs along a weakness plane.
]]

===751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core ''(5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ qu ≤ 100 ksf)|'''Commentary on EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ ''q<sub>u</sub>'' ≤ 100 ksf)''']]
|}

'''Side Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core ''(5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from measurements of uniaxial compressive strength on rock core as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_s = 0.76 \cdot \overline{q_u}^0.79 \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.9
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{q_u}</math> = mean uniaxial compressive strength of rock core along the shaft segment (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.2.1 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.9 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.2.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.2.1 Resistance factors for unit side resistance for drilled shafts in weak rock from uniaxial compression tests on rock core. '''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ q<sub>u</sub> ≤ 100 ksf)'''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from measurements of uniaxial compressive strength on rock core as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_p = 14 \cdot \overline{q_u}^0.71 \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.10
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), and

:<math>\overline {q_u}</math> = mean uniaxial compressive strength for rock at the shaft tip (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.2.2 based on the coefficient of variation of the mean uniaxial compressive strength <math>(COV_{\overline {q_u}} )</math>. Values for <math>\overline {q_u}</math> and <math>COV_{\overline {q_u}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {q_u}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {q_u}} </math> should similarly reflect the variability of the mean uniaxial compressive strength for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.10 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.2.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.2.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from uniaxial compression tests on rock core. '''</center>]]

===751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (Neq ≤ 400 blows/ft)|'''Commentary for EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)''']]
|}
'''Side Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Standard Penetration Test (SPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \frac{\overline{N_eq}}{14} \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.11
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{N_{eq}}</math> = equivalent SPT ''N-''value along the shaft segment (blows/foot).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.3.1 based on the coefficient of variation of the mean equivalent SPR ''N-''value <math>(COV_{\overline {N_eq}} )</math>. Values for <math>\overline {N_eq}</math> and <math>COV_{\overline {N_eq}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {N_eq}</math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {N_eq}} </math> should similarly reflect the variability of the mean equivalent ''N-''value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.11 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.3.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.3.1 Resistance factors for unit side resistance for drilled shafts in weak rock from equivalent SPT ''N-''values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests ''(N<sub>eq</sub> ≤ 400 blows/ft)'''''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Standard Penetration Test (SPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \frac{\overline{N_eq}}{1.6} \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.9
|}

where:

:''q<sub>p</sub> = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline{N_{eq}}</math> = mean equivalent SPT N-value for rock at the shaft tip (blows/foot).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.3.2 based on the coefficient of variation of the mean equivalent SPR ''N-''value <math>(COV_{\overline {N_eq}} )</math>. Values for <math>\overline {N_eq}</math> and <math>COV_{\overline {N_eq}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {N_eq}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {N_eq}} </math> should similarly reflect the variability of the mean equivalent ''N-''value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.12 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.3.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.3.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from equivalent SPT ''N-''values.'''</center>]]

===751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)|Commentary for EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)''']]
|}
'''Side Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)'''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Texas Cone Penetration Test (TCPT) measurements as (Pierce et al., 2011)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = 31.6 \cdot \overline{TCP}^{-1.18} \le 30 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.13
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{TCP}</math> = mean value of penetration from TCPT measurements for rock along the shaft segment (inches/100 blows).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values ''(q<sub>s</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.4.1 based on the coefficient of variation of the mean ''TCP''-value <math>(COV_{\overline {TCP}})</math>. Values for <math>\overline {TCP} </math> and <math>COV_{\overline {TCP}} </math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {TCP} </math> shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>COV_{\overline {TCP}} </math> should similarly reflect the variability of the mean ''TCP''-value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.13 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.4.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.4.1 Resistance factors for unit side resistance for drilled shafts in weak rock from Texas Cone Penetration Test penetration values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)'''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Texas Cone Penetration Test (TCPT) measurements as (Pierce et al., 2011)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 500 \cdot \overline{TCP}^{-1.22} \le 400 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.14
|}

where:

:''(q<sub>p</sub>)'' = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline {TCP} </math> = mean value of penetration from TCPT measurements for rock at the tip of the shaft (inches/100 blows).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values ''(q<sub>p</sub>)'' determined according to the provisions of this article shall be established from Figure 751.37.3.4.2 based on the coefficient of variation of the mean ''TCP''-value <math>(COV_{\overline {TCP}})</math>. Values for <math>\overline {TCP} </math> and <math>COV_{\overline {TCP}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline {TCP} </math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {TCP}}</math> should similarly reflect the variability of the mean ''TCP''-value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.14 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.4.2 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.3.4.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from Texas Cone Penetration Test penetration values.'''</center>]]

===751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)''===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ Is(50) ≤ 40 ksf)|'''Commentary for EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)''']]
|}

'''Side Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)'''''

The nominal unit side resistance for shaft segments located in weak rock shall be computed from Point Load Index Test measurements as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \frac{(\overline{I_{s(50)}})^{1.8}}{10} \le 30 ksf </math>||align="center"| (ksf)||align="right"|Equation 751.37.3.15
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (ksf) and

:<math>\overline{I_{s(50)}}</math> = mean corrected point load index value for rock along the shaft segment (ksf).

''Note that this expression is dimensional so values must be entered in the units specified. ''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values (''q<sub>s</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.5.1 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value <math>(COV_{\overline {I_{s(50)}}})</math>. Values for ''I<sub>s(50)</sub>'' and <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for ''I<sub>s(50)</sub>'' shall be taken as mean values for the rock over the length of the shaft segment. Values for <math>(COV_{\overline {I_{s(50)}}})</math> should similarly reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment.

The nominal unit side resistance predicted using Equation 751.37.3.15 shall be limited to a maximum value of 30 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.5.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.5.1 Resistance factors for unit side resistance for drilled shafts in weak rock from Point Load Index values.'''</center>]]

'''Tip Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests ''(5 ksf ≤ I<sub>s(50)</sub> ≤ 40 ksf)'''''

The nominal unit tip resistance for shafts founded on weak rock shall be computed from Point Load Index Test measurements as (Loehr et al., 2011a; Loehr et al., 2011b)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 10.5 \cdot \overline{I_{s(50)}} \le 400 ksf </math>||align="center"| (ksf)||align="right"|Equation 751.37.3.16
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and

:<math>\overline{I_{s(50)}}</math> = mean corrected point load index value for rock at the tip of the shaft (ksf).

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values (''q<sub>p</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.5.2 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value <math>(COV_{\overline {I_{s(50)}}})</math>. Values for <math>\overline{I_{s(50)}}</math> and <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline{I_{s(50)}}</math> shall be taken as mean values for the rock over a depth of ''2D<sub>s</sub>'' below the tip of the shaft. Values for <math>COV_{\overline {I_{s(50)}}}</math> should similarly reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance ''2D<sub>s</sub>'' below the tip of the shaft.

The nominal tip resistance predicted using Equation 751.37.3.16 shall be limited to a maximum value of 400 ksf unless greater resistance can be verified by a load test.

[[image:751.37.3.5.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.5.2 Resistance factors for unit tip resistance for drilled shafts in weak rock from Point Load Index values.'''</center>]]

===751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|[[#Commentary on EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (su ≤ 5 ksf)|'''Commentary for EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')''']]
|}

'''Side Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf'')'''

The nominal unit side resistance for shaft segments located in cohesive soils shall be computed from measurements of undrained shear strength using the “α-method” as (e.g. Reese et al., 2006)

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \alpha \cdot \overline{s_u}</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.17
|}

where:

:''q<sub>s</sub>'' = nominal unit side resistance for the shaft segment (consistent units of stress),

:''α'' = an empirical coefficient (dimensionless) and

:<math>\overline{s_u}</math> = mean value of the undrained shear strength for the soil along the shaft segment (consistent units of stress).

The value for ''α'' shall be taken as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> \alpha = \frac {0.75}{\sqrt{\overline{s_u}}} \le 1.0</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.18
|}

where <math>\overline {s_u}</math> is the mean undrained shear strength input in units of ksf.

''Note that this expression is dimensional so values must be entered in the units specified.''

Resistance factors <math>(\boldsymbol \phi_{qs})</math> to be applied to the nominal resistance values (''q<sub>s</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.6.1 based on the coefficient of variation of mean undrained shear strength <math>(COV_{\overline {s_u}})</math>. Values for <math>{\overline {s_u}}</math> and <math>COV_{\overline {s_u}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>{\overline {s_u}}</math> shall be taken as mean values for the soil over the length of the shaft segment. Values for <math>COV_{\overline {s_u}}</math> should similarly reflect the variability of the mean undrained shear strength for the soil over the shaft segment.

[[image:751.37.3.6.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.6.1 Resistance factors for unit side resistance for drilled shafts in cohesive soils from undrained shear strength measurements. '''</center>]]

The value for α predicted using Equation 751.37.3.18 shall be limited to a maximum value of 1.0.

In cohesive soils, side resistance along the top 5 ft. of the shaft and a distance of one shaft diameter above the tip of the shaft shall be ignored.

'''Tip Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub> ≤ 5 ksf)'''

The nominal tip resistance for shafts founded on cohesive soils shall be calculated from measurements of undrained shear strength according to:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = \overline{s_u} \cdot N_c \le 80 ksf</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.19
|}

where:

:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (consistent units of stress),

:<math>\overline{s_u}</math> = mean value of the undrained shear strength of the soil (consistent units of stress) and

:''N<sub>c</sub>'' = bearing capacity factor (dimensionless).

Resistance factors <math>(\boldsymbol \phi_{qp})</math> to be applied to the nominal resistance values (''q<sub>p</sub>'') determined according to the provisions of this article shall be established from Figure 751.37.3.6.2 based on the coefficient of variation of the mean undrained shear strength <math>(COV_{\overline {s_u}})</math>. Values for <math>\overline{s_u}</math> and <math>COV_{\overline {s_u}}</math> shall be determined in accordance with methods described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] for the site and location in question. Values for <math>\overline{s_u}</math>shall be taken as mean values for the soil over a depth of 2''D'' below the tip of the shaft. Values for <math>COV_{\overline {s_u}}</math> should similarly reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.3.6.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.3.6.2 Resistance factors for unit tip resistance for drilled shafts in cohesive soils from undrained shear strength measurements.'''</center>]]

The value for ''N<sub>c</sub>'' shall be taken as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>N_c = 6 \Big[ 1 + 0.2 \Big(\frac{Z}{D}\Big)\Big] \le 9</math>||align="center"| (dimensionless)||align="right"|Equation 751.37.3.20
|}

where:

:Z = depth of the tip of the shaft from the ground surface (consistent units of length), and

:D = shaft diameter (consistent units of length).

The value for ''N<sub>c</sub>'' predicted using Equation 751.37.3.20 shall be limited to a maximum value of 9.0.

For <math>\overline{s_u}</math> ≤ 0.5 ksf, ''N<sub>c</sub>'' shall be multiplied by 0.67.

The nominal unit tip resistance predicted using Equation 751.37.3.19 shall be limited to a maximum value of 80 ksf unless greater resistance can be verified by a load test.

===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]
|}

'''Side Resistance for Drilled Shafts in Cohesionless Soils'''

The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21
|}

where:

:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress),

:β = an empirical correlation factor (dimensionless) and

:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress).

The value for β shall be taken as (O’Neill and Reese, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a
|-
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b
|}

where 0.25 ≤ β ≤ 1.2 and

:z = depth below ground surface to center of shaft segment (ft.) and

:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft).

If permanent casing is used, the side resistance shall be adjusted with consideration of type and length of casing used.

The resistance factor <math>\boldsymbol\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55.

'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''

The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999).

For N_60≤50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23
|}

where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and

:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft).

For ''N<sub>60</sub>'' ≥ 50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24
|}

where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf),

:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot),

:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf).

:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf).

''Note that these expressions are dimensional so values must be entered in the units specified. ''

The resistance factor <math>\boldsymbol\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.

===751.37.3.8 Geotechnical Resistance from Load Tests===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.8 Geotechnical Resistance from Load Tests|Commentary for EPG 751.37.3.8 Geotechnical Resistance from Load Tests]]
|}

If drilled shaft resistance is determined by load test, the resistance factor shall be taken as 0.7 regardless of the soil conditions.

===751.37.3.9 Evaluation of Group Effects===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.9 Evaluation of Group Effects|Commentary for EPG 751.37.3.9 Evaluation of Group Effects]]'''
|}
Group effects for drilled shafts shall be evaluated as described in EPG 751.37.3.9. Procedures for evaluation of group effects generally involve use of a group efficiency factor, consideration of an “equivalent pier”, or both. Application of the group efficiency factor requires that the nominal resistance for individual shafts be multiplied by the factor η to reflect the nominal average resistance of the shafts within a group:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R^{\star} = \eta \cdot R</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.25
|}

where:

:R = nominal resistance of an individual shaft (consistent units of force),

:R<sup>*</sup> = modified shaft resistance accounting for group effects (consistent units of force) and

:''η'' = group efficiency factor established as described in this article.

''Note that the group efficiency factor (η) used here is different from the redundancy factor (η<sub>R</sub>) discussed in EPG 751.37.1.4.'' Additional discussion regarding the redundancy factor is provided in the commentary.

Consideration of an “equivalent pier” requires evaluation of the shaft group as a hypothetical, monolithic pier encompassing the block of soil and shafts enclosed within the outer perimeter of the shaft group.

The specific method to be used differs with geologic setting as described in the remainder of this article.

'''Group Effects in Cohesionless Soils'''

For shafts deriving resistance predominantly from cohesionless soils, the nominal resistance of individual shafts in the group shall be reduced by an efficiency factor, ''η'', determined based on the spacing of the shafts:

:* for shafts with center-to-center spacing equal to 2.5 shaft diameters, ''η'' = 0.65

:* for shafts with center-to-center spacing equal to 4.0 shaft diameters or more, ''η'' = 1.0, and

:* for shafts with intermediate spacing, the value for ''η'' shall be linearly interpolated between these values.

These efficiency factors shall apply regardless of conditions of contact between the cap and ground.

'''Group Effects in Cohesive Soils'''

For shafts deriving resistance predominantly from cohesive soils, the nominal resistance of the pile group shall be taken as the lesser of the following values:

:* The nominal resistance of an equivalent pier consisting of the shafts and the block of soil within the area bounded by the shafts, or

:* The sum of the nominal resistances for each individual shaft in the group.

For the latter value, the nominal resistances for individual piles shall be reduced by an efficiency factor, ''η'', <u>if</u> the soil is soft <u>and</u> the cap may not be in firm contact with the ground. In such cases, the efficiency factor, ''η'', shall be determined based on the spacing of the shafts:

:* ''η'' = 0.65 for shafts with center-to-center spacing equal to 2.5 shaft diameters,

:* ''η'' = 1.0 for shafts with center-to-center spacing equal to 6.0 shaft diameters or more, and

:* For intermediate shaft spacing, the value for ''η'' shall be linearly interpolated between these values.

Note that the efficiency factors shall only apply if the soil is soft <u>and</u> the cap is not in firm contact with the ground. For all other conditions, no efficiency factor shall be applied when comparing the total resistance for the equivalent pier with the cumulative resistance from the individual shafts.

The resistance factors to be applied for the equivalent pier evaluation shall be 0.60 (AASHTO, 2009). Resistance factors for summation of the individual shaft resistances shall be those provided in EPG 751.37.3.1 through EPG 751.37.3.8.

'''Group Effects in Rock'''

For shafts deriving resistance predominantly from rock, the nominal resistance of the pile group shall be taken as the lesser of the following:

:* The nominal resistance of an equivalent pier consisting of the shafts and the block of soil/rock within the area bounded by the shafts, or

:* The sum of the nominal resistances for each individual shaft in the group.

No efficiency factor shall be applied to the individual pile resistances when evaluating the latter condition.

==751.37.4 Design for Axial Loading at Serviceability Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4 Design for Axial Loading at Serviceability Limit States|Commentary for EPG 751.37.Commentary on EPG 751.37.4 Design for Axial Loading at Serviceability Limit States]]'''
|}
Drilled shafts shall be dimensioned so that there is a small likelihood that shafts will settle more than tolerable settlements, generally established from consideration of span length. This shall be accomplished by comparing a factored settlement computed for a shaft with dimensions established from EPG 751.37.3 with an established tolerable settlement. If the factored total settlement determined from these provisions is found to be less than or equal to the tolerable settlement, i.e. if
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R \le \delta_{tol}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.1
|}

where:

:''δ<sub>R</sub>'' = factored total settlement (consistent units of length) and

:''δ<sub>tol</sub>'' = tolerable settlement (consistent units of length),

the limit state is satisfied and the probability of shaft settlement exceeding the tolerable settlement is less than or equal to the target probability established by MoDOT. If the factored total settlement is determined to exceed the tolerable settlement, the probability of foundation settlement exceeding the tolerable value is greater than the target probability established by MoDOT. In such cases, the shaft dimensions shall be increased until the factored total settlement is less than or equal to the tolerable settlement.

Resistance factors provided in this article were established to produce factored settlements that have a target probability of being exceeded. Target probabilities of exceedance were established by MoDOT for structures of different operational importance. Additional information regarding development of the resistance factors and application of the resistance factors for settlement calculations are provided in the commentary that accompanies these guidelines.

For this provision, the tolerable settlement shall be taken as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{tol} = \frac{S}{476}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.2
|}

where:

:''δ<sub>tol</sub>'' = tolerable settlement (consistent units of length) and
:''S'' = span between adjacent bridge bents (consistent units of length).

Factored settlements shall be determined as provided in this article. Settlement shall be evaluated for the Service I limit state.

Two alternative approaches are provided in these guidelines for determining the factored total settlement of drilled shafts. The first approach is based on an approximate factored load-settlement relationship for an individual shaft. The second approach utilizes the “t-z” method to predict the factored settlement for the shaft. Greater factored settlements will generally be predicted using the approximate method both because it tends to be conservative at working loads and because it involves greater variability and uncertainty. It is expected that the approximate method will generally be used for preliminary evaluation of settlement. If the settlement determined from the approximate method satisfies the serviceability requirement of Equation 751.37.4.1, the shaft dimensions can be considered acceptable. If use of the approximate method produces factored settlements that do not satisfy Equation 751.37.4.1, designers should consider performing evaluations using the more precise t-z method to evaluate whether serviceability is satisfied prior to increasing the dimensions of the shaft to satisfy serviceability requirements.

===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''
|}

Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:

If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3
|}

where:

:<math>\boldsymbol\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),

:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length),

:''D'' = shaft diameter (consistent units of length) and

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).

If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4
|}

where:

:<math>\boldsymbol\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),

:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length),

:''D'' = shaft diameter (consistent units of length) and

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).

Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft.

The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary or permanent casing, or at top of rock socket), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5
|}

where:

:''n'' = number of shaft segments,

:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress),

:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area),

:<math>\boldsymbol \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless),

:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress),

:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and

:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length).

Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\boldsymbol \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states.

The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6
|}

where:

:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),

:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),

:<math>\boldsymbol \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless),

:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and

:''D'' = shaft diameter at the tip of the shaft (consistent units of length).

The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\boldsymbol \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The factored elastic compression of the unsupported length of the shaft shall be determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7
|}

where:

:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length),

:<math>\boldsymbol\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force),

:''L'' = overall shaft length (consistent units of length),

:''L<sub>s</sub>'' = length of the rock socket (consistent units of length),

:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress),

:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and

:<math>\boldsymbol\phi_{\boldsymbol\delta e}</math> = settlement resistance factor for elastic compression of the shaft.

Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure.

====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''
|-
|Minor or Low Volume Route || align="center"|0.68
|-
|Major Route ||align="center"|0.64
|-
|Major Bridge <$100 million ||align="center"| 0.61
|-
|Major Bridge >$100 million||align="center"| 0.60
|}

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]

[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]

[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]]

[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]]

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.

===751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method|Commentary on EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method]]'''
|}
The “t-z method” is a numerical method for predicting the axial load-displacement response of drilled shafts and other deep foundation members (Reese et al., 2006). The analyses can be performed using commercial specialty software, such as TZPile©, or using common spreadsheet software. Regardless of the method of implementation, the analyses require specification of t-z models that reflect the load transfer characteristics for side resistance, “q-w” models that reflect the load transfer characteristics for tip resistance, and shaft characteristics that reflect the stiffness of the shaft relative to the surrounding soil/rock.

Prediction of factored settlements using the t-z method according to these provisions shall be accomplished by performing t-z analysis using factored t-z and q-w models models as described in more detail in the commentary to this article. The top of shaft settlement predicted using the t-z method for a shaft subjected to the factored service loads and modeled using factored t-z and q-w models shall be taken as the factored total settlement, ''δ<sub>R</sub>'', for use in Equation 751.37.4.1.

Factored t-z models shall be established from a nominal, unfactored t-z model selected to represent the load transfer response in side resistance for relevant soil/rock conditions as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>t_R(z) = \phi_{\delta s} \cdot t(z)</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.4.8
|}

where:

:''t<sub>R</sub>(z)'' = factored t-z model for input into analyses using the t-z method (consistent units of stress),

:''z'' = relative displacement between the shaft and the soil/rock along the length of the shaft (consistent units of length),

:''<math>\boldsymbol\phi_{\delta s}</math>'' = settlement resistance factor for side resistance (dimensionless) and

:''t(z)'' = nominal t-z model selected to represent relevant soil/rock conditions (consistent units of stress).

Values for ''<math>\boldsymbol\phi_{\delta s}</math>'' shall be established according to the soil/rock type and available site characterization data as provided subsequently in this article.

Factored q-w models shall similarly be established from a nominal, unfactored q-w model selected to represent the load transfer response in tip resistance for relevant soil/rock conditions as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>q_R (w) = \phi_{\delta p} \cdot q(w)</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.4.9
|}

where:

:''q<sub>R</sub>(w)'' = factored q-w model for input into analyses using the t-z method (consistent units of stress),

:''w'' = relative displacement between the shaft and the soil/rock at the shaft tip (consistent units of length),

:<math>\boldsymbol\phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), and

:''q(w)'' = nominal q-w model selected to represent relevant soil/rock conditions at the tip of the shaft (consistent units of stress).

Values for <math>\boldsymbol\phi_{\delta p}</math> shall be established according to the soil/rock type and available site characterization data as provided subsequently in this article.

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Rock'''

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.2.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV \overline{q_u}</math>. Values for <math>COV \overline{q_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.2.2 based on values for <math>COV \overline{q_u}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using t-z method'''</center>]]

[[image:751.37.4.2.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV \overline{q_u}</math>. Values for <math>COV \overline{q_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.4 based on values for <math>COV \overline{q_u}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV \overline{N_{eq}}</math>. Values for <math>COV \overline{N_{eq}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.6 based on values for <math>COV \overline{N_{eq}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.5 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.4.2.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.6 2021.jpg|center|700px|thumb|'''<center>Fig.751.37.4.2.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline{TCP}}</math>. Values for <math>COV_{\overline{TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.8 based on values for <math>COV_{\overline{TCP}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.2.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.2.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.

[[image:751.37.4.2.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using t-z method.'''</center>]]

[[image:751.37.4.2.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using t-z method.'''</center>]]

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Cohesive Soils'''

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.2.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV \overline{s_u}</math>. Values for <math>COV \overline{s_u}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.2.12 based on values for <math>COV \overline{s_u}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.

[[image:751.37.4.2.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using t-z method.'''</center>]]

[[image:751.37.4.2.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.2.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using t-z method.'''</center>]]

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

'''Settlement Resistance Factors for t-z Method for Drilled Shafts in Cohesionless Soils'''

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.

===751.37.4.3 Settlement of Drilled Shafts in Groups===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.3 Settlement of Drilled Shafts in Groups|Commentary on EPG 751.37.4.3 Settlement of Drilled Shafts in Groups]]'''
|}
'''Settlement of Shaft Groups in Cohesive Soils'''

Settlement of shaft groups in cohesive soils shall be estimated according to EPG 751.38.4.3 using the “equivalent footing” approach described in LRFD 10.7.2.3.

'''Settlement of Shaft Groups in Cohesionless Soils Using Standard Penetration Test Measurements'''

Settlement for drilled shaft groups in cohesionless soils can be estimated from SPT measurements as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\rho = qI\frac{\sqrt{B}}{(N_1)_{60}}</math>||align="center"| (inches)||align="right"|Equation 751.37.4.10
|}

where:

:''ρ'' = settlement of shaft group (inches),

:''q'' = net foundation pressure applied at depth of ''D'''(ksf),

:''B'' = width or smallest dimension of shaft group (feet),

:''I'' = 1 - 0.125(''D'/B'') ≥ 0.5 = influence factor of the effective group embedment (dimensionless),

:''(N<sub>1</sub>)<sub>60</sub>'' = SPT blow count corrected for overburden stress and hammer efficiency (blows/foot),

:''D'' = 2''D<sub>b</sub>''/3 = effective depth of “equivalent footing” and

:''D<sub>b</sub>'' = depth of embedment of shafts in layer that provides support.

The value for ''(N<sub>1</sub>)<sub>60</sub>'' is determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>(N_1)_{60} = C_N \cdot N \Big( \frac{ER}{60%}\Big)</math>||align="center"| (blows/foot)||align="right"|Equation 751.37.4.11
|}

where:

:''C<sub>N</sub>'' = <math>\Big[ 0.77 log_{10} \Big(\frac{40}{\sigma^'_v}\Big)\Big] \le 2.0</math> = correction factor to account for overburden stress (dimensionless),

:''ER'' = hammer efficiency expressed as percentage of theoretical free fall energy for hammer system actually used (percent) and

:''N'' = uncorrected SPT blow count (blows/foot).

'''Settlement of Shaft Groups in Cohesionless Soils Using Cone Penetration Test Measurements'''

Settlement for drilled shaft groups in cohesionless soils can be estimated from CPT measurements as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\rho = \frac{qBI}{2q_c}</math>||align="center"| (inches)||align="right"|Equation 751.37.4.12
|}

where:

:''ρ'' = settlement of shaft group (inches),

:''q'' = net foundation pressure applied at depth of D'(ksf),

:''B'' = width or smallest dimension of shaft group (feet),

:''I'' = 1 - 0.125(''D'/B'') ≥ 0.5 = influence factor of the effective group embedment (dimensionless),

:''q<sub>c</sub>'' = static cone tip resistance (ksf),

:''D'' = 2''D<sub>b</sub>''/3 = effective depth of “equivalent footing” and

:''D<sub>b</sub>'' = depth of embedment of shafts in layer that provides support.

'''Settlement of Shaft Groups in Rock'''

Settlement of shaft groups in rock shall be estimated according to EPG 751.38.4.2 using the “equivalent footing” approach described in LRFD 10.7.2.3.

==751.37.5 Design for Lateral Loading at Strength and Service Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States|Commentary on EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States]]'''
|}
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft for lateral loading. The Service I Limit State shall be used when evaluating lateral deflection.

Design lateral movements should not exceed approximately 1.5 in. at the top of the shaft at the Service I Limit State.

To analyze laterally loaded drilled shafts, the point of fixity of the drilled shaft must be estimated. This location may be estimated by using a computer program. This is an iterative process that requires first assuming a point of fixity so that the bent stiffness may be calculated. The stiffness of the bent may be found by modeling the bent in a structural analysis program, applying a load to the middle of the beam cap and measuring the amount of deflection caused by the load. The method shown in [[751.2 Loads#751.2.4.6 Longitudinal Wind Force Distribution |EPG 751.2.4.6 Loads - Longitudinal Wind Force Distribution]] and [[751.2 Loads#751.2.4.7 Longitudinal Temperature Force Distribution |EPG 751.2.4.7 Loads - Longitudinal Temperature Force Distribution]] for modeling the stiffness, E'I, of a cast in place (C.I.P.) pile may also be used to model a drilled shaft. The moment of inertia of the bent is then found by:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>I = \frac{\big(\frac{P}{\delta}\big) L^3}{3E}</math>||align="center"| (consistent units of length<sup>4</sup>)||align="right"|Equation 751.37.5.1
|}

where:

:''I'' = moment of inertia for the bridge bent (consistent units of length<sup>4</sup>),

:''P'' = load applied to the middle of the beam cap (consistent units of force),

:''L'' = length from point of fixity of shaft to middle of beam cap (consistent units of length),

:''δ'' = deflection caused by load P (consistent units of length) and

:''E'' = modulus of elasticity of concrete (consistent units of stress).

The ''E'' and ''I'' values used in the above equation shall also be used for longitudinal force distribution calculations.

The longitudinal forces applied to the bent can be calculated once the moment of inertia of the bent is known. Once loads are obtained, they can be input into computer software to get a point of fixity.

If the point of fixity is different than what was assumed to obtain the original bent stiffness, the bent stiffness shall be re-calculated with a new assumed point of fixity and this process continued until the point of fixity converges. As a rule of thumb, shafts socketed into rock are usually fixed near to the soil-rock interface.

The location of the point of fixity should be considered to be only an <u>approximation</u>. Many factors influence the actual location of the point of fixity. The thickness of the casing, scour and actual geotechnical properties could cause different results for the actual location of the point of fixity.

==751.37.6 Structural Resistance of Drilled Shafts==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.6 Structural Resistance of Drilled Shafts|Commentary on EPG 751.37.6 Structural Resistance of Drilled Shafts]]'''
|}
===751.37.6.1 Reinforcement Design===

Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design.

Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger.

If permanent casing is used, and the shell consists of smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness and type of casing required.

Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3).

For minimum concrete cover for drilled shaft, see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 701.4.12.1]. If drilled shaft diameter does not match Sec 701.4.12.1 then use concrete cover for the next greater diameter drilled shaft. For rock sockets use 3” min. clear cover.

For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4.

For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d.

For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].

===751.37.6.2 Longitudinal Reinforcement===

Longitudinal reinforcement shall be designed to resist bending in the shaft due to lateral loads. The cross-sectional area for longitudinal reinforcement shall fall within the following limits:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left" rowspan="2"|<math>\frac{0.135 A_g f^'_c}{f_y} \le A_{steel} \le 0.08 A_g</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.6.1
|-
|align="center"|''' LRFD 5.7.4.2'''||
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

MoDOT prefers to follow LRFD 5.7.4.2 for drilled shafts since for typical cases, the potential exists for load transfer between the concrete and steel casing. (The minimum area of reinforcement based on LRFD is 10 percent less than ACI for f’<sub>c</sub> = 4 ksi).

===751.37.6.3 Factored Axial Resistance===

The factored axial resistance of a drilled shaft shall be determined as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_R = \phi P_N \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.2
|}

where:

:''P<sub>R</sub>'' = factored axial resistance of drilled shaft (consistent units of force),

:''P<sub>N</sub>'' = nominal axial resistance of drilled shaft (consistent units of force),

:<math>\boldsymbol\phi</math> = 0.75 = resistance factor for axial resistance of drilled shaft (dimensionless) and

:<math>\boldsymbol\gamma Q</math> = factored axial load (consistent units of force).

For shafts with spiral reinforcement, the nominal axial resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_N = 0.85 \Big[ 0.85 f^'_c \big(A_g - A_{steel}\big) + A_{steel}f_y \Big]</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.3
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

For shafts with tie reinforcement, the nominal axial resistance shall be computed as

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>P_N = 0.80 \Big[ 0.85 f^'_c \big(A_g - A_{steel}\big) + A_{steel}f_y \Big]</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.4
|}

where:

:''A<sub>g</sub>'' = gross cross-sectional area of drilled shaft (consistent units of area),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress) and

:''A<sub>steel</sub>'' = cross-sectional area of longitudinal steel reinforcement (consistent units of area).

===751.37.6.4 Transverse Reinforcement===

Minimum transverse reinforcement shall be designed to resist the potential of diagonal cracking and improve ductility, and to control the stability of the reinforcement cage. Follow the four-step procedure, below:

'''No. 1. Determine if Transverse Reinforcement is Required for Loading'''

:If
{| style="margin: 1em auto 1em auto" width="900"
|-
|align="left"|<math>V_u > 0.5 \boldsymbol\phi V_c</math>,||align="left|then go to No. 2a, below,<br/>otherwise, go to No. 2b.|| align="center"| (consistent units of force) '''(LRFD 5.8.2.4)'''||align="right"|Equation 751.37.6.4.1
|}

:where:

::''V<sub>u</sub>'' = factored shear force (consistent units of force),

::<math>V_c = 0.0316\beta \sqrt{f^'_c} b_v d_v</math> = approximate shear resistance of drilled shaft (consistent units of force),

::''Φ'' = 0.9 = resistance factor for shear resistance of drilled shaft (dimensionless),

::''β'' = 2.0,

::''b<sub>v</sub>'' = D = shaft diameter (consistent units of length),

::''d<sub>v</sub>'' = 0.9 (''D''/2 + ''D<sub>r</sub>'' /π) and

::''D<sub>r</sub>'' = diameter of circle passing through the centers of the longitudinal reinforcement (consistent units of length). See commentary for LRFD C5.8.2.9-2.

'''No. 2. Determine Minimum Transverse Reinforcement'''

:'''a)''' Minimum transverse reinforcement to control shear diagonal cracking and increase ductility:

:The minimum amount of transverse reinforcement shall satisfy the following equation if transverse reinforcement is required for loading in No. 1, otherwise go to No. 2b:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>A_v \ge 0.0316 \sqrt{f^'_c}\frac{b_vs}{f_y}</math>||align="center"| (consistent units)||align="Center"|'''(LRFD 5.8.2.5)''' ||align="right"|Equation 751.37.6.4.2
|}

:where:

:''A<sub>v</sub>'' = area of transverse reinforcement within distance s (consistent units of area),

:''s'' = spacing of transverse reinforcement (consistent units of length),

:''b<sub>v</sub>'' = ''D'' = shaft diameter (consistent units of length),

:''f'<sub>c</sub>'' = concrete compressive strength (consistent units of stress) and

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress).

:'''b)''' Minimum transverse reinforcement to control stability of cage before and during placement:

:Use minimum #4 @ 12” stirrups for reinforcing cage ≤ 4 ft. diameter and minimum #5 @ 12” stirrups for reinforcing cage > 4 ft. diameter (FHWA-NHI-10-016) unless transverse reinforcement needs to be designed as in No. 1. If transverse reinforcement needs to be designed as in No. 1, then provide the controlling transverse reinforcement area required by EPG 751.37.6.4 No. 2a, 2b and [[#751.37.6.5 Factored Shear Resistance|EPG 751.37.6.5 Factored Shear Resistance]].

:All shafts, cased or uncased, or where casing is used for strength, shall be transversely reinforced.

'''No. 3. Determine Maximum Transverse Reinforcement Spacing:'''

:The maximum transverse reinforcement spacing shall be ≤ 12” to provide crack control without consideration for casing. MoDOT does not implement LRFD 5.8.2.7 maximum spacing of transverse reinforcement requirements for typical shaft sizes. However, for small shafts where LRFD 5.8.2.7 will control, it should be directly implemented.

<div id="No. 4. Determine Maximum"></div>
'''No. 4. Determine Maximum Transverse Shaft Reinforcement Spacing at the Anchorage of Column Reinforcement: '''

:For columns with longitudinal reinforcement anchored into oversized shafts, in the anchorage region, the spacing of the transverse shaft reinforcement shall meet the requirements of the following equation:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>S_{max}=\frac{2\pi A_{sp}f_{ytr}l_s}{kA_lf_{ul}}</math>||align="center"| (consistent units)||align="Center"|'''(LRFD 5.11.5.2.1-1)''' ||align="right"|Equation 751.37.6.4.3
|}

:where:

::''S<sub>max</sub>'' = maximum spacing of transverse shaft reinforcement (consistent units of length),
::''A<sub>sp</sub>'' = area of transverse shaft reinforcement (consistent units of area),
::''f<sub>ytr</sub>'' = yield strength of transverse shaft reinforcement (consistent units of stress),
::''ℓ<sub>s</sub>'' = required lap splice of the longitudinal column reinforcement (consistent units of length),
::''k'' = ratio of column tensile reinforcement to total column reinforcement at the nominal resistance,
::''A<sub>ℓ</sub>'' = area of longitudinal column reinforcement (consistent units of area), and
::''f<sub>uℓ</sub>'' = tensile strength of longitudinal column reinforcement (consistent units of stress).

===751.37.6.5 Factored Shear Resistance===

The factored shear resistance of a drilled shaft shall be determined as:

{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>V_R = \phi \big(V_c + V_s\big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.6.4.4
|}

where:

:''V<sub>R</sub>'' = factored shear resistance of drilled shaft (consistent units of force),

:''V<sub>c</sub>''= nominal shear resistance from concrete (consistent units of force),

:''V<sub>s</sub>'' = <math>\frac{A_v f_y d_v cot\theta}{s}</math> = shear resistance from transverse shear reinforcement. (For A<sub>v</sub>, use transverse reinforcement area from [[#751.37.6.4 Transverse Reinforcement|EPG 751.37.6.4 Transverse Reinforcement]] and increase reinforcement area as needed to meet design requirements. (consistent units of force),

:''Φ'' = 0.9 = resistance factor for shear resistance of drilled shaft (dimensionless),

:''A<sub>v</sub>'' = area of transverse shear reinforcement within distance s (consistent units of area),

:''f<sub>y</sub>'' = yield strength of steel reinforcement (consistent units of stress),

:''θ'' = 45° = angle of inclination of diagonal compressive stresses (degrees),

:''d<sub>v</sub>'' = 0.9 (''D''/2 + ''D<sub>r</sub>'' /''π'') and

:''D<sub>r</sub>'' = diameter of circle passing through the centers of the longitudinal reinforcement (consistent units of length). See commentary for LRFD C5.8.2.9-2.

==751.37.7 References==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.7 References|Commentary on EPG 751.37.7 References]]'''
|}
AASHTO (2009), ''AASHTO LRFD Bridge Design Specification: Customary U.S. Units'', American Association of State Highway and Transportation Officials, Fourth Edition with 2008 and 2009 Interim Revisions.

Hoek, E., and E.T. Brown (1988), “The Hoek-Brown Failure Criterion – A 1988 Update,” ''Proceedings of the 15th Canadian Rock Mechanics Symposium'', Toronto, Canada.

Hoek, E., C. Carranza-Torres, and B. Corkum (2002), “Hoek and Brown Failure Criterion – 2002 Edition,” ''Proceedings of NARMS-TAC Conference'', Toronto, Canada.

Horvath, R.G., and T.C. Kenney (1979), “Shaft Resistance of Rock Socketed Drilled Piers,” ''Proceedings of the Symposium on Deep Foundations'', ASCE, pp. 182-214.

Loehr, J.E., B.L. Rosenblad, and T.T. Vu (2011a), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Interpretation Report'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Loehr, J.E., S.A. Grant, and B.L. Rosenblad (2011b), ''Calibration of Resistance Factors for Design of Drilled Shafts at Strength Limit States Using Laboratory Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

O’Neill, M.W., and L.C. Reese (1999), ''Drilled Shafts: Construction Procedures and Design Methods'', Report No. FHWA-IF-99-025, Federal Highway Administration, McLean, VA, 758 pp.

Pierce, M.D., J.E. Loehr, and B.L. Rosenblad (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Strength Limit States Using In situ Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Reese, L.C., W.M. Isenhower, and S-T Wang (2006), ''Analysis and Design of Shallow and Deep Foundations'', John Wiley and Sons, 574 pp.

Wyllie, D.C. (1999), ''Foundations on Rock'', E & FN Spon, Second Edition, 401 pp.

==751.37.8 Commentary==
===Commentary on [[#751.37.1 General|EPG 751.37.1 General]]===

These guidelines were developed from prior EPG guidelines with notable changes to the general approach for application of LRFD techniques as well as updated resistance factors based on probabilistic calibrations. Calibration analyses were performed following generally accepted procedures for calibration of resistance factors for geotechnical applications, but with modifications to permit several enhancements to be implemented. The most notable enhancements provided in the guidelines include:

:* Use of resistance factors that are dependent upon the variability and uncertainty that exists in select design properties

:* Adoption of different target reliability levels for foundations of structures of different operational importance.

Both of these enhancements are expected to produce efficient foundation designs while still maintaining appropriate safety and reliability for all classes of operational importance. Additional information regarding development of the methods provided in these guidelines can be found in Loehr et al. (2011b), Pierce et al. (2011), and Vu and Loehr (2011). Additional information regarding target reliability values established for different classes of operational importance is provided in Bowders et al. (2011).

The four classes of operational importance include:
:* Minor or low volume route
:* Major route
:* Major bridge costing less than $100 million
:* Major bridge costing greater than $100 million.

These classifications are based on common MoDOT designations. The target reliability levels established for each limit state and operational importance were generally based upon consideration of highway bridges. However, the methods provided in this article can also be utilized for design of foundations for other structures including retaining walls and roadway signs.

Calibration analyses performed to establish the resistance factors presented in these guidelines were performed using the latest knowledge of variability and uncertainty in applied loads (Kulicki et al., 2007), as well as using load factors that are currently in effect. The resistance factors provided in these guidelines are intended to produce foundations with reliabilities that are approximately equal to the target reliabilities established by MoDOT when utilized with current load factors. Since it is the combined effect of load and resistance factors that produce this reliability, the resistance factors provided are inherently coupled with current load factors and are contingent upon the uncertainty and variability in the applied loads that were presumed for the calibrations. As such, recalibration of resistance factors is required if alternative load factors are adopted, or if substantial revisions to current estimates of load variability and uncertainty are found.

It is important to emphasize that the resistance factors provided in these guidelines were developed presuming that ''mean values'' would be used for all design parameters in the methods provided. This departs from past practice utilizing allowable stress design (ASD) approaches where nominal values of parameters that were less than mean values were often used to introduce conservatism into the analyses beyond that provided by the ASD factor of safety. Use of design parameters less than the mean values within the context of these guidelines will often, but not always, increase the reliability of foundation designs; however, such practice is contrary to the spirit of LRFD in that it will not produce foundations that achieve the target reliability established by MoDOT policy.

The procedures provided in these guidelines are not intended as a substitute for good judgment. Rather, the intent of these guidelines is to:

:1) inform designers of generally appropriate levels of conservatism to address the variability and uncertainty involved in different aspects of design analyses and

:2) provide quantitative methods to achieve target reliabilities for foundations depending on the variability and uncertainty present in relevant design parameters and design methods.

Designers must still use their best judgment in considering design options (e.g. foundation depth, type and size; necessity for load tests; etc.) for establishing the most appropriate foundations for bridges and other structures.

Design methods provided in these guidelines are mostly empirical methods derived from results of full-scale load tests. Application of these methods is generally restricted to geologic conditions and construction procedures similar to those represented by the load tests used to establish the methods. In particular, methods presented for prediction of nominal and factored shaft resistance in weak rock were specifically developed from load tests performed in Missouri following established MoDOT construction specifications. As such, these methods are, strictly speaking, only applicable to cases where shafts will be constructed in general accordance with current MoDOT construction specifications. Use of these guidelines for conditions or situations that depart from these restrictions is permissible, but requires that designers give consideration to the effects of differences between the specific site conditions encountered and those represented by the empirical data.

====Commentary on [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]]====

The length to diameter ratio of drilled shafts should generally be targeted for the range 3 ≤ ''L''/''D'' ≤ 30; however, shafts with dimensions falling outside of this range can, at times, be effectively utilized.

====Commentary on [[#751.37.1.2 Materials|EPG 751.37.1.2 Materials]]====

Where possible, the concrete mix for drilled shafts should utilize MoDOT aggregate gradation E (1/2 inch minus) to improve the workability of the concrete during placement and reduce the risk of shaft defects. Special attention should also be given to concrete slump requirements to ensure the concrete has sufficient workability to completely surround the reinforcing cage without vibration. For cases where “tight cages” are required, consideration should be given to using special construction provisions to minimize the risk of concrete placement problems.

====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====

Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.

Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to:

:* Achieve the required flexural resistance of the drilled shaft

:* Resist large lateral loads for bridges located in seismic areas

:* Facilitate shaft construction through water

:* Support the shaft excavation when there is insufficient head room available for casing recovery

====Commentary on [[#751.37.1.4 General Design Considerations|EPG 751.37.1.4 General Design Considerations]]====

''Scour ''

Appropriate methods for evaluation of scour are beyond the scope of these guidelines. However, these guidelines require that drilled shafts be designed to acceptably support the structure assuming that the foundation soil/rock is scoured to depths predicted following currently accepted practice.

''Downdrag ''

Downdrag loads should be considered any time settlement is likely to occur in soils surrounding drilled shafts. Downdrag is most commonly a concern for foundations passing through or near to approach fills overlying soft, cohesive soils where the applied load of the fill will induce settlement in the underlying soft soils. Downdrag is seldom a concern for intermediate bents away from approach fills (because there is often no loading to induce compression of the soft soils) unless settlement is likely to be induced by lowering groundwater levels.

Downdrag loads are generally fully mobilized with relatively small settlements and can be substantial. In cases where downdrag loading is significant, consideration should be given to staging construction of shafts, if timing will allow, such that shafts are installed after settlement has practically ceased or to other techniques to limit the effects of downdrag.

''Group Effects ''

The redundancy factor of LRFD 1.3.4 is not intended to account for redundancy or lack of redundancy in foundation design. The LRFD redundancy factor, ''η<sub>R</sub>'', has been a source of confusion for foundation design, especially given that group efficiency factors are also denoted as ''η''. Use of the redundancy factor to account for the presence or absence of redundancy in the foundations is inappropriate as this factor was developed purely from considerations of the performance of the superstructure and not the foundations as discussed in LRFD C10.5.5.2.4.

====Commentary on [[#751.37.1.5 Related Provisions|EPG 751.37.1.5 Related Provisions]]====

Use of site characterization practices that significantly depart from those currently used by MoDOT can produce substantial differences in design parameters and/or the variability of design parameters, which will lead to substantial differences in foundation reliability and failure to achieve the established target foundation reliabilities established by MoDOT. Use of the methods in these guidelines is generally restricted to design parameters established following current MoDOT site characterization practices as described in [[:Category:321 Geotechnical Engineering|EPG 321]].

===Commentary on [[#751.37.2 General Design Procedure and Limit States|EPG 751.37.2 General Design Procedure and Limit States]]===

Selection of applicable strength and serviceability limit states shall be accomplished in close consultation with the Structural Project Manager. At a minimum, the Strength I and Service I limit states should be evaluated. When multiple strength and/or service limit states are considered, the limit state producing the greatest minimum shaft dimensions shall govern the final design dimensions.

Axial geotechnical resistance will frequently control the dimensions of drilled shafts. However, lateral strength or serviceability may dictate final shaft dimensions when shafts are subjected to large lateral loads.

Note that it is possible that a shaft can be shortened from that initially determined considering only axial loads. This can occur where a shaft’s diameter must be increased to satisfy lateral strength or serviceability requirements (e.g. to increase bending/shear strength/stiffness). When this occurs, designers should revisit the relevant axial strength and axial serviceability requirements to evaluate whether a shaft of the diameter required to meet lateral serviceability requirements can be made shorter than what was originally determined for a smaller diameter shaft. One should not simply increase the diameter to satisfy the lateral loading requirements without reconsidering the shaft length. Often multiple combinations of shaft diameter and length can be made to satisfy the axial loading requirements.

Lengths of rock sockets should generally be limited to the extent possible because rock sockets commonly have substantially higher unit costs.

===Commentary on [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States]]===

Throughout EPG 751.37, factored loads are denoted as <math>\boldsymbol\gamma Q</math>. This notation should not be taken to suggest inclusion or exclusion of specific load effects, but rather is simply intended as a convenient notation to reflect factored loads. When applying these guidelines, designers should replace <math>\boldsymbol\gamma Q</math> with load combinations and load factors that are appropriate for the structure and limit state being considered.

Side resistance over the cased length of shaft is commonly neglected for rock-socketed shafts because the resistance is difficult to appropriately establish and because the resistance generally contributes little to the overall shaft resistance. For shafts founded exclusively in soil, the potential resistance over the cased length may provide a more substantial contribution to resistance.

Judgment should be applied when deciding whether to ignore tip resistance in karstic formations including consideration of the prevalence of voids and likelihood of encountering them during actual construction. Consideration should also be given to use of special provisions that stipulate appropriate action if voids are encountered in verification holes.

Design procedures within this article are categorized according to material type, including methods for design of shafts founded within “rock”, “weak rock”, “cohesive soil”, and “cohesionless soil”. While these categories serve to logically separate the guidelines according to design method, complexities present at some sites may lead to cases where multiple methods could potentially be used. In such cases, designers should utilize the method that is most appropriate for the conditions encountered, rather than selecting the method that produces the smallest or largest shaft dimensions.

EPG 751.37.3.1 is generally intended for use with “harder” rock materials where the frequency, orientation, and condition of rock discontinuities tend to dominate the response of the rock to loading from foundations. Such rock masses will generally be composed of rock with uniaxial compressive strengths that are greater than 100 ksf, although some exceptions to this limit could arise. Limestones and dolomites will commonly fall under this article as will many sandstones, and even a few hard shales.

EPG 751.37.3.2, EPG 751.37.3.3, EPG 751.37.3.4, and EPG 751.37.3.5 are intended for use with weaker rock where the properties of the intact rock tend to dominate performance. These articles represent alternative means for design in shales, some weak sandstones, and potentially some very stiff clays. Several alternative methods are provided because of difficulties that can arise with reliable sampling and testing of weak rock. EPG 751.37.3.2 is intended for use when the compressive strength of the rock is determined using conventional uniaxial compression tests whereas the remaining articles provide means for designing drilled shafts in weak rock based on in situ tests or index tests. Use of methods provided in these articles for materials with properties falling outside of the measurement bounds provided should be done with extreme caution as the methods may dramatically overestimate the resistance that can be realistically achieved beyond the bounds provided.

EPG 751.37.3.6 and EPG 751.37.3.7 are intended for use with cohesive and cohesionless soils, respectively. Some overlap exists between the strength limits provided in EPG 751.37.3.2 and EPG 751.37.3.6 (Note that the limits for EPG 751.37.3.2 are based on the uniaxial compressive strength whereas the limits for EPG 751.37.3.6 are based on the undrained shear strength, which is nominally one half of the compressive strength). When designing for materials that fall within this overlapping range of strengths, designers shall use the method that is most appropriate for the material encountered.

====Commentary on [[#751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (qu ≥ 100 ksf)|EPG 751.37.3.1 Axial Resistance for Individual Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')]]====

=====Commentary on Side Resistance for Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')=====

The design method provided in this article is adapted from Horvath and Kenney (1979) based on evaluation of results from a small number of load tests performed in Missouri limestones for shafts constructed in general accordance with current MoDOT construction specifications. Analysis of this data shows that the “best fit” trend to the empirical data is similar to the Horvath and Kenny relationship.

The resistance factors provided in Figure 751.37.3.1.1 were established from probabilistic calibrations to achieve the target foundation reliabilities established by MoDOT as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, the uniaxial compressive strength of the rock, as well as the variability and uncertainty of the design method were explicitly considered in these calibrations. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty utilized for the design method were established from empirical data derived from load tests performed on test shafts constructed in general accordance with current MoDOT construction specifications. Consideration of additional load test results from test shafts not constructed following these specifications was found to lead to substantially lower required resistance factors. As such, the resistance factors provided are not generally appropriate for shafts constructed according to specifications that differ substantially from current MoDOT construction specifications.

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.4 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from within the depth range of the shaft segment being considered. However, the values used should reflect the mean and variability in the material parameters within that depth range.

=====Commentary on Tip Resistance for Drilled Shafts in Rock (''q<sub>u</sub> ≥ 100 ksf''')=====

The design method provided in this article is adapted from the method presented in Wyllie (1999) to conform to the LRFD approach. The method is derived from the Hoek-Brown strength criterion (Hoek and Brown, 1988) that is commonly used to represent the strength of fractured rock masses using the rock mass parameters, ''m'' and ''s''. The resistance factors provided in Figure 751.37.3.1.2 were established from probabilistic calibrations to achieve the target foundation reliabilities as described in Abu El-Ela et al. (2011) and are identical to those provided in EPG 751.38.3.1 for bearing resistance of spread footings on fractured rock. These calibrations were conducted with explicit consideration of variability and uncertainty present for dead load, live load, uniaxial compressive strength, and the design method itself (i.e. a “method” uncertainty). The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty in the design method was conservatively estimated utilizing the likely range of m and s values expected for a particular condition.

Unfortunately, empirical data to evaluate design methods for predicting the ultimate tip resistance of drilled shafts in fractured rock are not presently available. As such, the variability and uncertainty attributed to the design method was conservatively estimated as a matter of prudence. One consequence of this conservatism is that the factored tip resistance predicted for foundations designed according to EPG 751.37.3.1 may, in some cases, be less than the factored tip resistance predicted according to EPG 751.37.3.2 for rock that might be considered to have lower quality. This consequence is a reflection of the lack of data available to confirm the predicted resistance using the prescribed method, and thus the limited reliability of the method, rather than an indication that the tip resistance will actually be less than that for lesser rock. Future research to measure the ultimate tip resistance for drilled shafts in fractured rock could dramatically improve the accuracy and reliability of these methods, which in turn would dramatically improve the efficiency of foundation designs for fractured rock. This consequence also suggests that site specific load tests could potentially improve foundation efficiency in some cases while still maintaining the target reliability.

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.5 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math>, <math>COV_{\overline{q_u}}</math>, ''m'' and ''s'' do not have to be established exclusively from tests or observations performed for rock specimens taken from within the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

Several methods are available for establishing appropriate values of ''GSI'' for specific rock masses. Equation 751.37.3.8 represents a generally rigorous approach for determination of ''GSI'' that should be used when available measurements and observations allow for establishing Rock Mass Rating system ratings and when these ratings produce ''RMR'' greater than 25. In cases where such measurements and observations are not available, or where ''RMR'' is less than 25, ''GSI'' values can be estimated using the qualitative chart shown in Fig. Commentary 751.37.3.1.1 based on the work of Marinos and Hoek (2000). Figs. Commentary 751.37.3.1.2, Commentary 751.37.3.1.3 and Commentary 751.37.3.1.4 provide additional guidance for qualitative selection of GSI for typical sandstones, shales and limestones from the chart.

In cases where ''GSI'' cannot be rationally determined, it is also possible to directly estimate approximate values for the rock mass parameters ''m'' and ''s'' from Table Commentary 751.37.3.1 using qualitative descriptions of the rock mass. The values provided in Table Commentary 751.37.3.1 will generally be less than values that will be produced using Equations 751.37.3.6 and 751.37.3.7. This result is because the values in Table Commentary 751.37.3.1 were established under the assumption that excavation-induced damage will occur (i.e. that the Hoek and Brown damage factor, ''D'', is equal to 1) while Equations 751.37.3.6 and 751.37.3.7 were established assuming that no significant excavation-induced damage will occur (i.e. that ''D'' = 0). Since significant excavation-induced damage is unlikely to occur for shafts excavated using conventional construction techniques, the values provided in Table Commentary 751.37.3.1 will be conservative. It is also important to point out that ''m'' and ''s'' can be roughly interpolated from the values provided in Table Commentary 751.37.3.1 for conditions falling between those listed.

[[image:751.38.4.2.jpg|center|700px|thumb|<center>'''Fig. Commentary 751.37.3.1.1 Graphic for estimation of geological strength index (GSI) in rock (from Marinos and Hoek, 2000).'''</center>]]

[[image:Commentary 751.38.4.1.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.2 Graphic for illustrating typical ranges for geological strength index (GSI) of sandstone (from Marinos and Hoek, 2000). '''</center>]]

[[image:Commentary 751.38.4.2.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.3 Graphic for illustrating typical ranges for geological strength index (GSI) of siltstone, claystone, and clay shale (from Marinos and Hoek, 2000).'''</center>]]

[[image:Commentary 751.38.4.3.jpg|center|750px|thumb|<center>'''Fig. Commentary 751.37.3.1.4 Graphic for illustrating typical ranges for geological strength index (GSI) of limestone (from Marinos and Hoek, 2000). '''</center>]]

[[image:Table Commentary 751.38.3.1.jpg|center|750px|thumb|<center>'''Table Commentary 751.37.3.1 Approximate values for rock material constants for rock masses of varying quality (from AASHTO, 2009; after Hoek and Brown, 1988'''</center>]]

Methods provided in this subarticle are not appropriate for use with uniaxial compressive strengths estimated from Point Load Index tests or from other empirical correlations. Use of correlations for estimation of uniaxial compressive strength introduces additional variability into the relation among rock mass parameters, uniaxial compressive strength, and side and tip resistance that is not accounted for in the resistance factors provided. Use of compressive strengths derived from Point Load Index values or other correlations is therefore not appropriate for application of the provisions of this subarticle. It is possible to develop resistance factors that would be appropriate for such use, but such calibrations have not been completed at this time.

====Commentary on [[#751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (5 ksf ≤ qu ≤ 100 ksf)|EPG 751.37.3.2 Axial Resistance for Individual Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤ 100 ksf'')]]====

Several alternative methods are provided to estimate side resistance for shafts founded in weak rock. Any of these alternatives may be used depending upon the site characterization data that are available. All methods provided are intended to produce shafts with reliabilities that are approximately equal to the established target reliability for the operational importance utilized. However, the methods will not necessarily produce shafts with identical dimensions so designers are encouraged to consider potential efficiencies that can be realized from utilization of the alternative methods. It is currently anticipated that methods in EPG 751.37.3.2 will produce the most cost-effective drilled shafts from among the methods provided. However, additional experience with the different provisions is needed to confirm this belief.

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), and Miller (2003). The resistance factors provided in Figures 751.37.3.1.3 and 751.37.3.1.4 were established from probabilistic calibrations to achieve established target reliabilities as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, and uniaxial compressive strength were explicitly considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty for the empirical design method were established from statistical analysis of the empirical data as described in Loehr et al. (2011b).

Uniaxial compressive strengths established from Point Load Index tests or from other empirical correlations are not appropriate for use with the methods provided in this subarticle. Use of correlations for estimation of uniaxial compressive strength introduces additional variability and uncertainty into the relations among uniaxial compressive strength and side and tip resistance that is not accounted for in the resistance factors provided. Use of compressive strengths derived from Point Load Index values or other correlations is therefore not appropriate for application of the provisions of this subarticle. Methods provided in EPG 751.37.3.5 shall be used to design drilled shafts using results from Point Load Index tests.

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤100 ksf'')=====

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.9 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.9 is limited to be less than 30 ksf because predictions resulting from use of the equation for ''q<sub>u</sub> ≥ 100 ksf'' will often exceed what can be reliably mobilized for large uniaxial compressive strengths.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core (''5 ksf ≤ q<sub>u</sub> ≤ 100 ksf'')=====

The coefficient of variation for the mean uniaxial compressive strength used in Equation 751.37.3.10 shall reflect the variability and uncertainty in the <u>mean</u> compressive strength rather than the variability and uncertainty in <u>measurements</u> of compressive strength as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{q_u}</math> and <math>COV_{\overline{q_u}}</math> do not have to be established exclusively from tests performed on samples taken from within the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.10 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''q<sub>u</sub> ≥ 100 ksf'' will often exceed what can be reliably mobilized for large uniaxial compressive strengths.

====Commentary on [[#751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (Neq ≤ 400 blows/ft)|EPG 751.37.3.3 Axial Resistance for Individual Drilled Shafts in Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), Pierce et al. (2011), and Miller (2003). The resistance factors provided in Figures 751.37.3.5 and 751.37.3.6 were established from probabilistic calibrations to achieve established target reliabilities as described in Pierce et al. (2011). The variability and uncertainty present for dead load, live load, and equivalent SPT ''N''-value were explicitly considered in the calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty for the empirical design method was established from statistical analysis of the empirical data as described in Pierce et al. (2011).

“Equivalent N-value” is used in these guidelines because, strictly speaking, the value used is not a true SPT ''N''-value. Common practice is to limit the number of hammer blows in SPT measurements to approximately 50 blows in 6 inches (depending upon the energy rating of the hammer). As such, ''N''-values greater than 100 blows per foot are not reported. Rather, when tests fail to penetrate at least 6 inches, the penetration achieved for 50 blows is reported to reflect the relative strength and stiffness of the test material. In such cases, the “equivalent” N-value is calculated as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>N_{eq} = 12 \cdot \frac{b}{p}</math>||align="center"| (dimensionless)||align="right"|Equation Commentary 751.37.3.1
|}

where:

:N<sub>eq</sub> = “equivalent SPT N-value” (blows/foot),

:b = number of blows applied (blows) and

:p = measured penetration of Standard sampler (inches).

When tests successfully penetrate 6 in. during one testing increment but subsequently fail to penetrate 6 in. during a successive increment, the equivalent ''N''-value shall be computed using the combined number of blows and combined penetration of both testing increments. While N<sub>eq</sub> is not strictly an SPT ''N''-value, its use is consistent with current MoDOT practice and, since it was used as the basis for calibration of the methods of this article, is appropriate for use in design.

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')=====

The coefficient of variation for the mean equivalent SPT ''N''-value used in Equation 751.37.3.11 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> of the equivalent ''N''-value as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{N_{eq}}</math> and <math>COV_{\overline{N_{eq}}}</math> do not have to be established exclusively from tests performed over the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.11 is limited to be less than 30 ksf because predictions resulting from use of the equation for N_eq≥400 blows/foot will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts Weak Rock from Standard Penetration Tests (''N<sub>eq</sub> ≤ 400 blows/ft'')=====

The coefficient of variation for the mean equivalent SPT ''N''-value used in Equation 751.37.3.12 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> of the equivalent ''N''-value as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{N_{eq}}</math> and <math>COV_{\overline{N_{eq}}}</math> do not have to be established exclusively from tests performed over the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.12 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''N<sub>eq</sub> ≥ 400 blows/ft.'' will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ TCP ≤ 10 in.)|EPG 751.37.3.4 Axial Resistance for Individual Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤ 10 in.)]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), Pierce et al. (2011), and Miller (2003). The resistance factors provided in Figures 751.37.3.4.1 and 751.37.3.4.2 were established from probabilistic calibrations to achieve established target reliabilities as described in Pierce et al. (2011). The variability and uncertainty present for dead load, live load, and Texas Cone Penetration test penetration were considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). The variability and uncertainty for the empirical design method was established from statistical analysis of the empirical data as described in Pierce et al. (2011).

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤10 in.)=====

Resistance factors to produce the established target reliabilities from mean TCP values actually vary slightly depending on the magnitude of the mean ''TCP''-value. However, since the differences observed in resistance factors were small, average values determined over the range of potential ''TCP''-values (1 in. ≤ ''TCP'' ≤10 in.) were used as a practical simplification.

The coefficient of variation for the mean ''TCP''-value used in Equation 751.37.3.13 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{TCP}</math> and <math>COV_{\overline{TCP}}</math> do not have to be established exclusively from tests performed over the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.13 is limited to be less than 30 ksf because predictions resulting from use of the equation for ''TCP ≥ 10 in.'' will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Texas Cone Penetration Tests (1 in. ≤ ''TCP'' ≤ 10 in.)=====

Resistance factors to produce the established target reliabilities from mean ''TCP'' values actually vary slightly depending on the magnitude of the mean ''TCP''-value. However, since the differences observed in resistance factors were small, average values determined over the range of potential ''TCP''-values (1 in. ≤ ''TCP'' ≤ 10 in.) were used as a practical simplification.

The coefficient of variation for the mean ''TCP''-value used in Equation 751.37.3.14 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline{TCP}</math> and <math>COV_{\overline{TCP}}</math> do not have to be established exclusively from tests performed over the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.14 is limited to be less than 400 ksf because predictions resulting from use of the equation for ''TCP ≥ 10 in.'' will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ Is(50) ≤ 40 ksf)|EPG 751.37.3.5 Axial Resistance for Individual Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)''</sub> ≤ 40 ksf)]]====

The design methods provided in this article were established from analysis of data from load tests performed in weak rock at sites in Missouri as described in Rosenblad et al. (2011), Loehr et al. (2011a), and Miller (2003). The resistance factors provided in Figures 751.37.3.5.1 and 751.37.3.5.2 were established from probabilistic calibrations to achieve established target reliabilities as described in Loehr et al. (2011b). The variability and uncertainty present for dead load, live load, and Point Load Index were explicitly considered in these calibrations, in addition to variability and uncertainty associated with the empirical design method itself. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty for the empirical design method were established from statistical analysis of the empirical data as described in Loehr et al. (2011b).

=====Commentary on Side Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)</sub>'' ≤ 40 ksf)=====

The coefficient of variation for mean Point Load Index values used in Equation 751.37.3.15 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {I_{s(50)}}</math> and <math>COV_{\overline{I_{s(50)}}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of the shaft segment. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit side resistance provided in Equation 751.37.3.15 is limited to be less than 30 ksf because predictions resulting from use of the equation for <math>\overline {I_{s(50)}}</math> ≥ 40 ksf will often exceed what can be reliably mobilized.

=====Commentary on Tip Resistance for Drilled Shafts in Weak Rock from Point Load Index Tests (5 ksf ≤ ''I<sub>s(50)</sub>'' ≤ 40 ksf)=====

The coefficient of variation for mean Point Load Index values used in Equation 751.37.3.16 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {I_{s(50)}}</math> and <math>COV_{\overline{I_{s(50)}}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The nominal unit tip resistance provided in Equation 751.37.3.16 is limited to be less than 400 ksf because predictions resulting from use of the equation for <math>\overline {I_{s(50)}}</math> ≥ 40 ksf will often exceed what can be reliably mobilized.

====Commentary on [[#751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (su ≤ 5 ksf)|EPG 751.37.3.6 Axial Resistance for Individual Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)]]====

=====Commentary on Side Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)=====

The design method and resistance factors provided in this article were established from probabilistic calibrations performed using empirical data from Kulhawy and Jackson (1993) and analyses of variability by Phoon and Kulhawy (2005). Equation 751.37.3.18 was established from analysis of the data from Kulhawy and Jackson (1993), with curve fitting constraints to keep the relationship simple.

The resistance factors provided in this article should be considered approximate at this time for two reasons. The first reason is that the calibrations were performed using the variability of the measurements of unit side resistance, rather than the variability of predictions for unit side resistance. The result of this approximation is to generally underestimate the variability of unit side resistance and therefore to overestimate the resistance factors needed to achieve a given target reliability. This approximation is believed to be acceptable on an interim basis because the magnitude of the error is believed to be small since the data set is relatively large and the magnitude of this error decreases with the size of the data set. The second reason is that the empirical data upon which the resistance factors were derived were based on load tests performed on shafts that were not necessarily constructed following current MoDOT construction specifications. This does not necessarily mean that the results are not representative of results that would be obtained if the shafts were constructed following MoDOT specifications, but it does introduce some additional variability and uncertainty because the effect of construction methods is unknown. Such additional variability and uncertainty was not included in the calibrations performed to establish the resistance factors provided. MoDOT currently designs very few drilled shafts that derive substantial resistance from side shear in cohesive soils. However, more rigorous calibration of these resistance factors should nevertheless be performed to improve the precision of designs conducted using these provisions.

The resistance factors provided in this article are based on the assumption that measurements of undrained shear strength will accurately reflect the actual undrained shear strength in the field. Use of undrained shear strength values established from approximations or from index tests such as hand-held penetrometer tests, Torvane tests, or Standard Penetration Tests will introduce additional variability and uncertainty into the design that is currently not reflected in the resistance factors provided. As such, it is not generally appropriate to use such approximations for estimating undrained shear strength for use in these provisions. At a minimum, undrained shear strengths should be established based on unconfined compression tests performed on specimens acquired using good quality boring techniques and good quality “undisturbed” sampling with thin walled samplers. It is preferable to perform unconsolidated-undrained type triaxial tests or consolidated-undrained type triaxial tests to establish undrained shear strength values for use in these provisions.

The coefficient of variation for the mean undrained shear strength used in Equations 751.37.3.17 and 751.37.3.18 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {s_u}</math> and <math>COV_{\overline {s_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

=====Commentary on Tip Resistance for Drilled Shafts in Cohesive Soils (''s<sub>u</sub>'' ≤ 5 ksf)=====

The design method provided is currently unchanged from prior MoDOT guidance. Resistance factors provided in this article are revised from prior versions of the EPG. These resistance factors were established from probabilistic calibrations and are identical to those provided for bearing capacity of spread footings in cohesive soils in EPG 751.38.3.3.

The coefficient of variation for the mean undrained shear strength used in Equation 751.37.3.19 shall reflect the variability and uncertainty in the <u>mean</u> value rather than the variability and uncertainty in <u>measurements</u> as described in [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. Values for <math>\overline {s_u}</math> and <math>COV_{\overline {s_u}}</math> do not have to be established exclusively from tests performed on samples taken from the depth range of interest below the tip of the shaft. However, the values used should reflect the mean and variability in the material parameters within that depth range.

The resistance factors provided in this article are based on the assumption that measurements of undrained shear strength will accurately reflect the actual undrained shear strength in the field. Use of undrained shear strength values established from approximations or from index tests such as hand-held penetrometer tests, Torvane tests, or Standard Penetration Tests will introduce additional variability and uncertainty into the design that is currently not reflected in the resistance factors provided. As such, it is not generally appropriate to use such approximations for estimating undrained shear strength for use in these provisions. At a minimum, undrained shear strengths should be established based on unconfined compression tests performed on specimens acquired using good quality boring techniques and good quality “undisturbed” sampling with thin walled samplers. It is preferable to perform unconsolidated-undrained type triaxial tests or consolidated-undrained type triaxial tests to establish undrained shear strength values for use in these provisions.

====Commentary on [[#751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]====

=====Commentary on Side Resistance for Drilled Shafts in Cohesionless Soils=====

This subarticle is unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shafts in cohesionless soils have not been completed at this time.

=====Commentary on Tip Resistance for Drilled Shafts in Cohesionless Soils=====

This subarticle is unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shafts in cohesionless soils have not been completed at this time.

====Commentary on [[#751.37.3.8 Geotechnical Resistance from Load Tests|EPG 751.37.3.8 Geotechnical Resistance from Load Tests]]====

This subarticle is unchanged from prior versions of the EPG. Probabilistic calibrations for drilled shafts designs incorporating results from load tests have not been completed at this time. Additional study of available results for load tests in Missouri will likely lead to revision of appropriate resistance factors for use when load tests are performed.

====Commentary on [[#751.37.3.9 Evaluation of Group Effects|EPG 751.37.3.9 Evaluation of Group Effects]]====

Two potential effects arise when drilled shafts are installed in groups with relatively close spacing. The first, and most commonly referenced effect is that there is potential for the cumulative resistance for all shafts in the group to be less than the sum of the individual shaft resistances. Such effects are commonly referred to as “group effects” in the geotechnical literature and have been traditionally accounted for using the methods provided in this article.

The second effect relates to the reliability of a group of shafts relative to the reliability of individual shafts. In general, the reliability of a group of drilled shafts will be greater than that of an individual shaft with the same resistance because groups benefit from “averaging” of shaft resistance, which tends to make their collective resistance more reliable than the resistance from an individual shaft. The resistance factors provided in these guidelines are those that produce the target foundation reliabilities ''for individual shafts''. As such, use of these resistance factors for groups of shafts will tend to produce foundations that are more reliable than the established target reliabilities. No explicit account is made for this effect in the current guidelines, but designers should be aware of this issue. Additional study is needed to allow for this effect to be properly reflected in LRFD methods.

This also raises the issue of redundancy factors, generally denoted as ''η<sub>R</sub>'', in LRFD 1.3.4. The LRFD redundancy factor has been a source of confusion for foundation design, especially given that group efficiency factors are also denoted as ''η''. Use of the redundancy factor to account for the presence or absence of redundancy in the foundations is inappropriate as this factor was developed purely from considerations of the performance of the superstructure and not the foundations as discussed in LRFD C10.5.5.2.4. LRFD 10.5.5.2.4 indicates that resistance factors provided in AASHTO (2009) should be reduced by 20 percent for non-redundant foundations to account for the lack of redundancy. Such reductions should <u>not</u> be applied to the resistance factors provided in these guidelines as the resistance factors were established considering the reliability of individual shafts. While one could conversely argue that the resistance factors provided in these guidelines should therefore be increased by 20 percent for redundant foundations, such a position does not seem justified without additional study and verification that such application is in fact appropriate.

When mixed soil profiles are present, the specific approach utilized for evaluation of group effects shall be based on the soil/rock type that provides the greatest contribution to resistance. For example, for a shaft group founded in rock overlain by cohesive soil, group effects shall be evaluated following the guidelines provided for rock since the shaft resistance will be predominantly derived from side resistance and tip resistance in the rock.

=====Commentary on Group Effects in Cohesionless Soils=====

The provisions provided in this article for cohesionless soils are drawn from the AASHTO LRFD Bridge Design Specification (AASHTO, 2009). Group efficiency factors for drilled shafts in cohesionless soils are generally less than one to account for potential loosening of the soil during shaft excavation and potential for overlapping stresses surrounding the shafts. This is contrary to what is observed for driven piles in most cohesionless soils, where group efficiency factors are commonly greater than one because of densification of the cohesionless soils during pile driving.

=====Commentary on Group Effects in Cohesive Soils=====

No probabilistic calibrations of the “equivalent pier” approach have been performed by MoDOT at this time. The resistance factor provided in this subarticle for evaluation of the equivalent pier is taken from the AASHTO LRFD Bridge Design Specification (AASHTO, 2009). The resistance factor for evaluation of the equivalent pier shall be applied to the total resistance of the equivalent pier (side resistance and tip resistance).

The resistance factors for summation of the individual shaft resistances shall be applied separately for side resistance and tip resistance based on the resistance factors provided in these guidelines for the appropriate soil/rock type(s).

=====Commentary on Group Effects in Rock=====

Few data are available to quantify group effects for shafts founded in rock or shafts founded in stratified soil/rock. The provisions provided for rock are based on considerable judgment drawn from discussions with a number of foundation designers and researchers.

===Commentary on [[#751.37.4 Design for Axial Loading at Serviceability Limit States|EPG 751.37.4 Design for Axial Loading at Serviceability Limit States]]===

The provisions of this article were developed to limit foundation settlements to be less than generally tolerable levels of settlement with some target reliability. Target reliability levels for service limit states are substantially less than target reliability levels for strength limit states because the consequences associated with serviceability limit states are substantially less than consequences for strength limit state conditions. The ramification of these facts is that some foundations designed according to these guidelines may experience settlements that exceed tolerable settlements in some instances. The frequency of foundations settling more than tolerable limits should approach the established target probabilities of exceedance when considered over a large number of projects. In cases where actual foundation settlements are observed to exceed tolerable limits, appropriate remedial measures shall be applied to the foundation(s) and/or the structure that it is supporting so that appropriate reliability is maintained.

Tolerable settlements used throughout these provisions were established from theoretical considerations and empirical observations of bridge performance based on the work of Moulton (1984) and Duncan and Tan (1991). Three different serviceability conditions corresponding to different levels of required maintenance and repair were initially considered:

:1) minor damage generally corresponding to the theoretical onset of deck cracking (Duncan and Tan, 1991),

:2) more significant damage corresponding to the onset of structural distress based on empirical observations by Moulton (1986) and

:3) major damage corresponding to theoretical overstress of the bridge superstructure (Moulton, 1986).

Target reliabilities for each of these conditions were established based on economic analyses described in Bowders et al. (2011). Comparative analyses for typical design conditions were then performed to evaluate the alternative serviceability conditions. Results of these analyses generally indicate that the first serviceability condition, corresponding to minor damage, tends to control foundation dimensions. These guidelines therefore only require evaluation of this condition (the others being presumed to be inherently satisfied based on the analyses performed).

Based on this work, tolerable settlements are established according to an angular distortion, defined as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>A = \frac{\Delta}{s} \le 0.0021</math>||align="center"| (dimensionless)||align="right"|Equation Commentary 751.37.4.1
|}

where :

:''A'' = angular distortion (dimensionless),

:''∆'' = differential settlement between adjacent bridge bents (consistent units of length),

:''S'' = span between adjacent bridge bents (consistent units of length).

This limiting value of angular distortion is based on theoretical consideration of the onset of deck cracking (Duncan and Tan, 1991). This limit is explicitly included in the methods provided throughout EPG 751.37.

The target probabilities of exceedance reflected in the resistance factors provided in EPG 751.37 correspond to the target values established by MoDOT based on economic considerations. While use of alternative limits for tolerable settlement is possible, such use is not strictly appropriate since the target probabilities adopted by MoDOT for different classes of operational importance were established based on consequences associated with the limit provided in Equation Commentary 751.37.4.1. Other limits would generally require different target probabilities, and thus different resistance factors to achieve the same economic balance.

When results of evaluations performed for these provisions require that shaft dimensions be increased, designers should recognize that it has traditionally been more cost effective to increase the length of drilled shafts rather than increase the diameter of the shafts.

====Commentary on [[#751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]====

The provisions of EPG 751.37.4.1 are based on an approximate load-settlement curve illustrated in Fig. Commentary 751.37.4.1.1. The load-settlement curve is established considering factored side and tip resistance values that account for variability and uncertainty associated with the nominal side and tip resistance and associated with mobilization of side and tip resistance. The following assumptions are also made:

:* the shaft can be considered as practically rigid over the length of the shaft where significant side resistance is mobilized so that side resistance and end resistance are simultaneously mobilized;

:* side and tip resistance are mobilized according to the bi-linear curves shown in Fig. Commentary 751.37.4.1.2;

:* ultimate side resistance is fully mobilized at shaft displacements of 0.5 percent of the shaft diameter and

:* ultimate tip resistance is fully mobilized for shaft displacements of 5 percent of the shaft diameter.

[[image:Commentary 751.37.4.1.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.1.1 Approximate load-settlement curve used for estimation of drilled shaft settlement using approximate method.'''</center>]]

[[image:Commentary 751.37.4.2.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.1.2 Presumed load-settlement relationships for side and tip resistance for estimation of drilled shaft settlement using approximate method.'''</center>]]

Based on these assumptions, the approximate factored load-settlement curve can be constructed by establishing the factored resistance and associated settlement values at the points designated as “a” and “b” in Fig. Commentary 751.37.4.1.1. The mobilized factored resistance at point a is computed as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|''R<sub>aR</sub> = R<sub>sR</sub> + 0.1 R<sub>pR</sub>''||align="center"| (consistent units of force)||align="right"|Equation Commentary 751.37.4.2
|}

where:

:''R<sub>aR</sub>'' = factored total resistance at point a (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force) and

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force).

The corresponding settlement at point a is taken to be:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_a = 0.005 \cdot D</math>||align="center"| (consistent units of length)||align="right"|Equation Commentary 751.37.4.3
|}

where:

:''δ<sub>a</sub>'' = settlement corresponding to point a (consistent units of length) and

:''D'' = shaft diameter (consistent units of length).

The mobilized factored resistance at point b is computed as:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|''R<sub>bR</sub> = R<sub>sR</sub> + R<sub>pR</sub>''||align="center"| (consistent units of force)||align="right"|Equation Commentary 751.37.4.4
|}

where:

:''R<sub>bR</sub>'' = factored total resistance at point b (consistent units of force),

:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force) and

:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force).

The corresponding settlement at point b is taken to be
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_b = 0.05 \cdot D</math>||align="center"| (consistent units of length)||align="right"|Equation Commentary 751.37.4.5
|}

where:

:''δ<sub>b</sub>'' = settlement corresponding to point b (consistent units of length) and

:''D'' = shaft diameter (consistent units of length).

The factored settlement due to a factored service load can then be determined by interpolation from the approximate load-settlement curve. Equations Commentary 751.37.4.3 and Commentary 751.37.4.4 produce such interpolated values with an additional term being added to account for elastic compression of the unsupported length of the shaft. For the purposes of this provision, the unsupported length shall be taken to be the length of shaft over which side resistance is neglected.

As has been done throughout these guidelines, factored loads are denoted using <math>\boldsymbol\gamma Q</math> as a general reference to factored loads. This notation should not be taken to imply inclusion or exclusion of any specific load effects or load combinations, but rather is simply intended as a convenient notation to reflect factored loads. When applying these provisions of the guidelines, designers should replace <math>\boldsymbol\gamma Q</math> with the appropriate load combinations and load factors for the relevant limit state. For this article, such load combinations and load factors should correspond to the appropriate serviceability limit state in which load factors are generally taken to be 1.0.

The modulus of elasticity used in Equation 751.37.4.7 should reflect the composite modulus for the shaft including the concrete and reinforcing steel.

The settlement resistance factor for elastic compression is placed in the denominator of Equation 751.37.4.7 as a matter of choice so that resistance factors are less than 1.0 as is conventionally assumed.

Settlement resistance factors for elastic compression provided in Table 751.37.4.1 were developed from probabilistic analyses performed considering the variability in the dead and live loads, the variability in concrete modulus, and the variability in the shaft area. The variability used for dead and live loads was taken from Kulicki et al. (2007). Variabilities in concrete modulus and shaft area were estimated from preliminary results of an ongoing study of the variability of these parameters (Tyler, 2010). Because these estimates are preliminary, it is likely that the settlement resistance factors for elastic compression can be refined with additional study of the variability of concrete modulus and shaft area.

The resistance factors provided in Figures 751.37.4.1.1 through 751.37.4.1.12 were established from preliminary probabilistic calibrations to achieve established target reliabilities as described in Vu and Loehr (2011). Considerable judgment was applied in development of these resistance factors in an effort to make these guidelines as comprehensive as possible. However, the resistance factors should be considered as rational but preliminary design values that can be dramatically improved through more comprehensive analysis of available full-scale load test results. The resistance factors provided were established with explicit consideration of the variability and uncertainty present for dead and live loads, for the nominal side and tip resistance, and for the anticipated mobilization of side and tip resistance. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty in the nominal side and tip resistances were established from statistical analysis of the empirical data as described in Loehr et al. (2011b). Variability and uncertainty in mobilization of side and tip resistance were estimated from preliminary analysis of results from a limited number of full-scale load tests. Additional study of the serviceability provisions of these guidelines should include more rigorous analysis of available load test data to establish improved models for load transfer in different types of materials, re-calibration of resistance factors for both the approximate method and t-z method provided in the guidelines, as well as consideration of alternative simplified and closed-form methods for prediction of settlements for drilled shafts (e.g. Vesic, 1977; Chen and Kulhawy, 2002; Mayne and Harris, 1993; O’Neill et al, 1996; etc.).

Probabilistic calibration of resistance factors for settlement of individual drilled shafts in cohesionless soils have not been completed at this time. Settlement evaluations should therefore be conducted according to current AASHTO LRFD Bridge Design Specifications. However, it is important to note that such designs will not generally produce the target probabilities established by MoDOT.

====Commentary on [[#751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method|EPG 751.37.4.2 Settlement of Individual Drilled Shafts using t-z Method]]====

The settlement resistance factors used in the provisions of this article are akin to ''t''-multipliers for ''t-z'' models and ''q''-multipliers for ''q-w'' models, where the respective multipliers are selected to produce the target reliabilities for settlement established by MoDOT, as illustrated in Fig. Commentary 751.37.4.2. Application of resistance factors for use in commercial specialty software or spreadsheet programs therefore requires no special capabilities beyond that required for conventional analyses.

The program TZPile© is commercially available through Ensoft, Inc. Other similar programs are also commercially available from other vendors.

The modulus of elasticity used in the ''t-z'' analyses should reflect the composite modulus for the shaft including the concrete and reinforcing steel.

Elastic compression of shafts is inherently included in results of ''t-z'' analyses so no additional account shall be made for elastic compression of the shaft.

Results of preliminary analyses suggest that the variability and uncertainty associated with the shaft stiffness (''EA'') used in ''t-z'' analyses can be substantial (Tyler, 2010). For this version of the guidelines, the decision was made to combine the variability and uncertainty associated with shaft stiffness together with other sources of variability and uncertainty rather than to consider it separately. This decision simplifies use of the provisions, but does not allow for explicit accounting of the effects of the variability in shaft stiffness. Further study is needed to determine whether this position is a prudent one or whether separate resistance factors should be applied to shaft stiffness to allow the effect to be isolated.

[[image:Commentary 751.37.4.3.jpg|center|800px|thumb|<center>'''Fig. Commentary 751.37.4.2 Illustration of unfactored and factored t-z models for estimation of drilled shaft settlement using t-z method.'''</center>]]

The resistance factors provided in Figures 751.37.4.2.1 through 751.37.4.2.12 were established from preliminary probabilistic calibrations to achieve established target reliabilities as described in Vu and Loehr (2011). Considerable judgment was applied in development of these resistance factors in an effort to make these guidelines as comprehensive as possible. However, the resistance factors should be considered as rational but preliminary design values that can be dramatically improved through more comprehensive analysis of available full-scale load test results. The resistance factors provided were established with explicit consideration of the variability and uncertainty present for dead and live loads, for the nominal side and tip resistance, and for the anticipated mobilization of side and tip resistance. The variability and uncertainty utilized for dead load and live load were taken from Kulicki et al. (2007). Variability and uncertainty in the nominal side and tip resistances were established from statistical analysis of the empirical data as described in Loehr et al. (2011b). Variability and uncertainty in mobilization of side and tip resistance were estimated from preliminary analysis of results from a limited number of full-scale load tests. Additional study of the serviceability provisions of these guidelines should include more rigorous analysis of available load test data to establish improved models for load transfer in different types of materials, re-calibration of resistance factors for both the approximate method and t-z method provided in the guidelines, as well as consideration of alternative simplified and closed-form methods for prediction of settlements for drilled shafts (e.g. Vesic, 1977; Chen and Kulhawy, 2002; Mayne and Harris, 1993; O’Neill et al, 1996; etc.).

Model specific calibrations for individual ''t-z'' and ''q-w'' models have not been completed at this time. The resistance factors provided in these guidelines were established from preliminary calibrations for several simplified models. While the resistance factors produced from these calibrations, and provided in these guidelines, represent a rational design position, additional research is needed to refine these calibrations to reflect specific ''t-z'' and ''q-w'' models for different soil/rock types. Such calibrations are likely to increase the settlement resistance factors, which will improve the efficiency of drilled shafts designed according to these guidelines if serviceability controls the shaft dimensions.

Probabilistic calibration of resistance factors for settlement of individual drilled shafts in cohesionless soils have not been completed at this time. Settlement evaluations should therefore be conducted according to current AASHTO LRFD Bridge Design Specifications. However, it is important to note that such designs will not generally produce the target probabilities established by MoDOT.

====Commentary on [[#751.37.4.3 Settlement of Drilled Shafts in Groups|EPG 751.37.4.3 Settlement of Drilled Shafts in Groups]]====

=====Commentary on Settlement of Shaft Groups in Cohesive Soils=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesive soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Cohesionless Soils Using Standard Penetration Test Measurements=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesionless soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Cohesionless Soils Using Cone Penetration Test Measurements=====

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for drilled shaft groups in cohesionless soils have not been completed at this time.

=====Commentary on Settlement of Shaft Groups in Rock=====

This subarticle is new to the EPG, but relies exclusively on methods and resistance factors established for other provisions of the EPG.

===Commentary on [[#751.37.5 Design for Lateral Loading at Strength and Service Limit States|EPG 751.37.5 Design for Lateral Loading at Strength and Service Limit States]]===

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions. Probabilistic calibrations for laterally loaded shafts have not been completed at this time.

===Commentary on [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6 Structural Resistance of Drilled Shafts]]===

This subarticle is currently unchanged from prior versions of the EPG aside from minor editorial revisions.

The LRFD requirement that reinforcing steel extend 10 feet below the point of fixity shall not be taken to imply that rock sockets shall be a minimum of 10 feet long. This provision is intended to ensure that reinforcing steel extends beyond where significant bending may be encountered in the shaft, the location of which if not coincident with the point of fixity (pof) but higher than the pof may provide reasoning for using a lesser but adequate development length for a lesser bending moment at the pof and hence a shorter socket length., Regardless, reinforcement shall be provided for the full length of the shaft.

===Commentary on [[#751.37.7 References|EPG 751.37.7 References]]===
AASHTO (2009), ''AASHTO LRFD Bridge Design Specification: Customary U.S. Units'', American Association of State Highway and Transportation Officials, Fourth Edition with 2008 and 2009 Interim Revisions.

Abu El-Ela, A.A., J.J. Bowders, and J.E. Loehr (2011), ''Calibration of LRFD Resistance Factors for Design of Spread Footings in Hard and Soft Rock'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Bowders, J.J., J.E. Loehr, and D.R. Huaco (2011),'' MoDOT Transportation Geotechnics Research Program: Development of Target Reliabilities for MoDOT Bridge Foundations and Earth Slopes'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Chen, Y-J, and F.H. Kulhawy (2002), “Evaluation of Drained Axial Capacity for Drilled Shafts,” ''Deep Foundations 2002: An International Perspective on Theory, Design, Construction, and Performance'', Geotechnical Special Publication No. 116, M.W. O’Neill and F.C. Townsend, Editors, ASCE, Reston, VA, pp. 1200-1214.

Duncan, J.M., and C.K. Tan (1991), “Part 5 – Engineering Manual for Estimating Tolerable Movements for Bridges,” in ''Manuals for the Design of Bridge Foundations'', NCHRP Report 343, by R.M. Barker, J.M. Duncan, K.B. Rojiani, P.S.K. Ooi, C.K. Tan, and S.G. Kim, Transportation Research Board, pp. 219-228.

Hoek, E., and E.T. Brown (1988), “The Hoek-Brown Failure Criterion – A 1988 Update,” ''Proceedings of the 15<sup>th</sup> Canadian Rock Mechanics Symposium'', Toronto, Canada.

Hoek, E. and E.T. Brown (1997), “Practical Estimates of Rock Mass Strength,” ''International Journal of Rock Mechanics and Mining Sciences'', Vol. 34, No. 8, Elsevier, pp. 1165-1186.

Horvath, R.G., and T.C. Kenney (1979), “Shaft Resistance of Rock Socketed Drilled Piers,” ''Proceedings of the Symposium on Deep Foundations'', ASCE, pp. 182-214.

Kulicki, J.M., Z. Prucz, C.M. Clancy, D.R. Mertz, and A.S. Nowak (2007),'' Updating the Calibration Report for AASHTO LRFD Code'', Final Report for NCHRP Project 20-7/186, AASHTO, 125 pp.

Loehr, J.E., B.L. Rosenblad, and T.T. Vu (2011a), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Interpretation Report, Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Loehr, J.E., S.A. Grant, and B.L. Rosenblad (2011b), Calibration of Resistance Factors for Design of Drilled Shafts at Strength Limit States Using Laboratory Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Mayne, P.W., and D.E. Harris (1993), ''Axial Load-Displacement Behavior of Drilled Shaft Foundations in Piedmont Residuum'', FHWA Reference Number 41-30-2175, Georgia Tech Research Corporation, Atlanta, GA.

Miller, A.D. (2003), ''Prediction of Ultimate Side Shear for Drilled Shafts in Missouri Shales'', thesis presented to the faculty of the University of Missouri in partial fulfillment of the requirements for M.S. degree, 266 pp.

Moulton, L.K. (1986), ''Tolerable Movement Criteria for Highway Bridges'', Report No. FHWA-TS-85-228, Federal Highway Administration, McLean, VA, 93 pp.

O'Neill, M.W., F.C. Townsend, K.H. Hassan, A. Buller, and P.S. Chan (1996), ''Load Transfer for Drilled Shafts in Intermediate Geomaterials'', Publication No. FHWA-RD-95-171, Federal Highway Administration, McLean, VA, 184 pp.

O’Neill, M.W., and L.C. Reese (1999), ''Drilled Shafts: Construction Procedures and Design Methods'', Report No. FHWA-IF-99-025, Federal Highway Administration, McLean, VA, 758 pp.

Phoon, K.K., and F.H. Kulhawy (2005), “Characterization of Model Uncertainties for Drilled Shafts Under Undrained Axial Loading,” ''Contemporary Issues in Foundation Engineering'', Proceedings of Sessions from the Geo-Frontiers 2005 Congress, Austin, Texas, ASCE Geo-Institute, GSP 131.

Pierce, M.D., J.E. Loehr, and B.L. Rosenblad (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Strength Limit States Using In situ Test Measurements'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Rosenblad, B.L., J.E. Loehr, M.D. Pierce, S.A. Grant, and K.D. Murphy (2011), ''MoDOT Transportation Geotechnics Research Program: Drilled Shaft Axial Load Test Program Data Report'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Turner, J.P. (2006), ''Rock-socketed Shafts for Highway Structure Foundations'', NCHRP Synthesis 360, Transportation Research Board, 136 pp.

Tyler, H.L. (2010), ''Influence of Parameter Variability on Side Shear Values Determined from O-Cell Testing of Drilled Shafts'', report presented to the University of Missouri in partial fulfillment of the requirements for M.S. Degree.

Vu, T.T., and J.E. Loehr (2011), ''Calibration of LRFD Resistance Factors for Design of Drilled Shafts at Serviceability Limit States'', Missouri Department of Transportation, OR11.XXX, XXX pp. (in preparation)

Vesic, A.S. (1977), ''NCHRP Synthesis 42: Design of Pile Foundations'', Transportation Research Board, National Research Council, Washington, D.C., 68 pp.

Wyllie, D.C. (1999), ''Foundations on Rock'', E & FN Spon, Second Edition, 401 pp.

[[Category:751 LRFD Bridge Design Guidelines]]

903.18 Memorial Signs

2025-11-19T20:12:29Z

Hoskir: updated per RR4122

[[Category:903 Highway Signing|903.18]]
==903.18.1 Memorial Designation Programs==

'''Support.''' The Missouri General Assembly statutorily established the Memorial Designation Programs to memorialize certain individuals, events, places or organizations on Missouri’s state roadway system.

The Missouri Highways and Transportation Commission establish fees for these memorial designation signs. The fee is for participating in the Memorial Designation Programs, which covers the cost of constructing signs or constructing, installing and maintaining markers. These memorial signs and markers are the property of MoDOT.

MoDOT’s involvement in memorial designations is limited to the administration of the designation programs and to the installation and maintenance of signs or markers.

'''Standard.''' MoDOT has no authority to designate or install memorial signs or markers on non-state (e.g., city or county) routes.

MoDOT will require written consent from the honoree’s family authorizing the designation, if designating after an individual. To be mindful and respectful of the family, their consent is required. Not all families have interest in seeing a loved one’s memorial sign or marker and want to be reminded of their loss.

MoDOT shall provide notice of any proposed designation on the state’s roadway system by posting the proposal on [https://www.modot.org/memorial-designation-programs MoDOT’s Memorial Designation Programs website] in addition to making available to any representative of the news media or public upon request.

Organization of memorial dedication ceremonies shall be the responsibility of the family and/or their designee. MoDOT does not participate in organizational planning or provide signs for ceremonies. To ensure the safety of attendees and traveling public, ceremonies shall not take place on state right-of-way. MoDOT does not coordinate the sign installation with dedication ceremonies.

Following the approval of a memorial designation, MoDOT will notify the family or its designee of the approval. MoDOT will send either an approval or payment request letter to the family or its designee, or to the legislator who sponsored the memorial if the family or its designee is unknown. The official letter will provide specific and necessary information regarding the subsequent steps in MoDOT’s memorial designation process.

MoDOT will order signs after the memorial receives approval or becomes law and once the fees, if required are received in full. Signs for memorial designations established through the Legislative Process will not be ordered or installed until after August 28<sup>th</sup>, date the bill becomes law. Signs for memorial designations established through MoDOT's Application Process will be ordered and scheduled for installation after the designation is approved by the Joint Committee on Transportation Oversight. Sign delivery can take five to seven weeks. Memorial signs or markers are installed within 120 days from the date the signs are received from the manufacturer, weather permitting.

MoDOT shall determine the sign location to ensure safe operation of the state roadway system.

MoDOT will not publicly announce the installation date for memorial signs or markers to ensure safety is not compromised for all individuals involved, including our personnel, and the traveling public.

'''Option.''' The family or its designee may request a PDF file of the memorial sign at no cost, provided their written acceptance of MoDOT's PDF terms and condition declaration. The PDF allows the family or its designee to utilize local sign/banner companies to fabricate commemorative or replica signs for their own personal use.

'''Support.''' MoDOT will provide the PDF file of the memorial sign electronically to the family or its designee at the email address provided.

Following installation, MoDOT will send digital images of the completed memorial signs or markers and the official installation date to the email address provided by the family or its designee. Memorial sign or marker installations shall not preempt critical highway work or any department directives pertaining to prioritization of sign maintenance.

'''Option.''' The family or its designee may submit a biography for an individual honored with a memorial designation on the state roadway system. A photo of the honoree may be added to the biography, if electronically provided.

'''Support.''' MoDOT will publicize the honoree’s biography and post a website link on the MoDOT Memorial Map.

'''Standard.''' All biographies will have the same format, as designed by MoDOT. MoDOT shall reserve the right to review and edit the biography,

==903.18.2 Memorial Highway and Bridge Program (M18-1, M18-2, M18-5, M18-6, M18-7, M18-8) (MUTCD Section 2M.10)==
<gallery mode="packed" heights=75>
File:M18-1.jpg|M18-1
File:M18-2.jpg|M18-2
File:M18-5.jpg|M18-5
File:M18-6.jpg|M18-6
File:M18-7.jpg|M18-7
File:M18-8.jpg|M18-8
</gallery>

'''Support.''' Under certain conditions, and within specific guidelines, Missouri highways and bridges may be designated after an individual (deceased 2 years), an event, place, or organization. The 2-year waiting period after a death is required by state statute to allow for grieving before memorialization decisions are made.

MoDOT will require the family or its designee to provide verification of the honoree’s death. A copy of the death certificate or obituary is an acceptable form of documentation.

Before contacting a member of the General Assembly or completing a MoDOT Application, contact the MoDOT Highway Safety and Traffic Division at (573) 751-7643 or via email at [mailto:Memorial.Designations@modot.mo.gov Memorial.Designations@modot.mo.gov] to verify availability of the desired section of highway (two-mile-or-less) or bridge location.

MoDOT can help identify an available roadway. The family or its designee will need to provide a general location (e.g., county, route, crossroad) to assist in their research.

'''Standard.''' No bridge or section of a highway on the state roadway system shall be designated more than once. Each event, place, organization or person shall only be eligible for one bridge or highway designation. These are the provisions of [https://revisor.mo.gov/main/OneSection.aspx?section=227.299&bid=57602&hl=#:~:text=No%20bridge%20or%20portion%20of%20a%20highway%20on%20the%20state%20highway%20system%20may%20be%20named%20or%20designated%20after%20more%20than%20one%20event%2C%20place%2C%20organization%2C%20or%20person.%C2%A0%C2%A0Each%20event%2C%20place%2C%20organization%2C%20or%20person%20shall%20only%20be%20eligible%20for%20one%20bridge%20or%20highway%20designation. Missouri Revisor of Statutes - Revised Statutes of Missouri, RSMo Section 227.299.8].

In the event a bridge or highway has a designated name, another bridge or highway shall be selected.

A total of two signs shall be erected for each highway or bridge designation on the state’s roadway system, as specified by the Manual on Uniform Traffic Control Devices (MUTCD).

Signing shall consist of one shoulder post-mounted sign at each end of the bridge or section of highway. Memorial bridge signs will be installed on the roadway carried by the bridge, not on the roadway traveling under the bridge. Memorial signs shall not appear on or be placed on any bridge structure or bridge span over a divided or undivided highway.

The memorial signs shall be rectangular in shape and shall be 6 ft. by 3 ft. The signs shall have a white legend on a green background. The signs shall use MoDOT standard retroreflective sheeting. Legend on the signs shall use 6 in. tall letters with a maximum of 3 lines of text. The legend displayed on memorial signs shall be limited to the name of the individual, event, place, or organization being designated and the required simple message preceding or following the name, such as “MEMORIAL HIGHWAY” or “MEMORIAL BRIDGE”. Additional legends, such as biographical information, nicknames, or any appearance of advertising, shall not be displayed on memorial signs. Decorative or graphical elements, pictographs, logos, or symbols shall not be displayed on or attached to memorial signs or posts.

MoDOT shall have the right to modify the proposed legend based on design limitations.

The lettering on memorial signs shall be composed of lower-case letters with initial upper-case letters.

Where such memorial signs are installed on the mainline, (1) memorial names shall not appear on directional guide signs, (2) memorial signs shall not interfere with the placement of any other traffic control devices, and (3) memorial signs shall not compromise the safety or efficiency of traffic flow. The memorial signing shall be limited to one sign at an appropriate location in each route direction, each as an independent post-mounted sign installation. MoDOT determines the exact sign location to ensure safe operation of the state roadway system.

Memorial Designation names do not replace or alter the official names of state routes with numerals, letters, or city streets. Memorial Designation names are honorary designations only and are not official highway names.

Memorial Designation names shall not appear on supplemental signs or on any other information sign on or along the highway or its intersecting routes.

MoDOT shall erect and maintain signs provided under this policy.

Location of these signs shall be determined by MoDOT.

===903.18.2.1 Legislative Process===
'''Support.''' Legislative bodies will occasionally adopt an act or resolution memorializing or designating a highway or bridge on Missouri’s state roadway system.

MoDOT can help identify an available roadway. The family or its designee will need to provide a general location (e.g., county, route, or crossroad) to assist in their research.

MoDOT can work with members of the General Assembly or House and Senate Research to draft the appropriate bill language.

'''Standard.''' A directive for naming shall come through the action of the General Assembly. In the event a bridge or highway has a designated name, another bridge or highway shall be selected.

Only one memorial name shall be used to identify any highway or bridge designation under the provisions of [https://revisor.mo.gov/main/OneSection.aspx?section=227.299&bid=57602&hl= Missouri Revisor of Statutes - Revised Statutes of Missouri, RSMo Section 227.299].

Only the following residents of Missouri shall be eligible for memorial signing through the legislative process:
# Members of the U.S. Armed Forces killed in the line of duty
# Members of the U.S. Armed Forces who are missing in action
# Missouri Medal of Honor Recipients
# Emergency personnel killed while performing duties relating to their employment
# State employees killed while serving the state

'''Standard.''' For designations honoring Missouri Armed Forces killed in the line of duty or missing in action, Missouri Medal of Honor recipients, Missouri emergency personnel or state employees killed while performing duties relating to their employment, no fees shall be assessed and all costs associated with such designations shall be funded by MoDOT.

MoDOT will waive the participation fee if verification is provided to certify the honoree meets the circumstances outlined in [https://revisor.mo.gov/main/OneSection.aspx?section=227.296&bid=54091&hl= Missouri Revisor of Statutes - Revised Statutes of Missouri, RSMo Section 227.296]. A copy of the U.S. Armed Forces Casualty Report, a website link to a fallen military webpage or news article, statement from the Missouri Veterans Commission or the U.S. Department of Veterans Affair, or any military office or state document certifying such facts are acceptable forms of documentation.

MoDOT will design memorial signs for any highway or bridge designation as specified in legislation. MoDOT has no authority to deviate from law. If any part of the memorial designation is incorrect, legislation must be modified during a subsequent legislative session. MoDOT can only change the memorial designation or signs after the correction has been signed into law.

===903.18.2.2 Application Process===
'''Standard.''' A MoDOT application shall be submitted to MoDOT.

A list of one hundred (100) wet-signed signatures of individuals who support the naming of the highway or bridge designation shall be submitted to MoDOT. A 100-signature petition is required by state statute to show community support from the specific area the family, or its designee wishes to designate. The list must be of Missouri residents who are 18 years or older and live in the county or counties surrounding the memorial’s location.

MoDOT will require the family or its designee to have a legislative sponsor supporting the application. All memorial designation programs in the state of Missouri are based on state law. The law requires every memorial application to have a member of the Missouri General Assembly who will sponsor the designation. The sponsor should serve the local community for where the memorial is designated.

A total of two signs shall be erected for each highway or bridge designation on the state’s roadway system, as specified by the Manual on Uniform Traffic Control Devices (MUTCD).

The participating fee shall be paid by the applicant, private donations, or organizations. MoDOT shall maintain the signs for 20 years, after which a renewal application and renewal fee shall be submitted, or the signs are removed.

In the event a bridge or highway has a designated name, another bridge or highway shall be selected.

Only one memorial name shall be used to identify any highway or bridge designation under the provisions of [https://revisor.mo.gov/main/OneSection.aspx?section=227.299&bid=57602&hl= Missouri Revisor of Statutes - Revised Statutes of Missouri, RSMo Section 227.299].

'''Support.''' The Joint Committee on Transportation Oversight reviews and approves proposed designations. The Committee normally meets three times a year: in late January or early February, in late April or mid-May (before end of session), and in mid-September (during veto session). MoDOT has no influence over when the Joint Committee on Transportation Oversight meets. If the Committee is unable to gather a quorum to vote on the application, the application will be held, reviewed, and voted on at the next meeting.

Before completing an application, contact the MoDOT Highway Safety and Traffic Division at (573) 751-7643 or via email at [mailto:Memorial.Designations@modot.mo.gov Memorial.Designations@modot.mo.gov] to verify roadway availability of the desired section of highway (two-mile-or-less) or bridge designation.

MoDOT can help identify an available route. The family or its designee will need to provide a general location (e.g., county, route, or crossroad) to assist in their research.

Additional program information and application can be found at [https://www.modot.org/memorial-highway-and-bridge-program Memorial Highway and Bridge Program].

==903.18.3 Heroes Way Designation Program==
<gallery mode="packed" heights=75>
File:M18-3.jpg|Heroes Way
</gallery>

'''Support.''' This program allows for state-maintained highway interchanges, bridges, or segments of highway (two-miles-or-less) to be designated for Missouri residents, who were in the U.S. Armed Forces and were killed in action while performing active military duty.

Additional program information and application can be found at [https://www.modot.org/heroes-way-designation-program Heroes Way Designation Program].

'''Option.''' Any individual who is related by marriage, adoption, or consanguinity within the second degree to the member of the United States Armed Forces who was killed in action may apply for a Heroes Way designation.

'''Support.''' To protect the family’s interest, MoDOT corresponds only with the family member who submitted and signed the application.

'''Standard.''' MoDOT is the assigned program administrator under the provisions of [https://revisor.mo.gov/main/OneSection.aspx?section=227.297 Missouri Revisor of Statutes - Revised Statutes of Missouri, RSMo Section 227.297].

An application shall be submitted to MoDOT.

Verification the honoree was in the U.S. Armed Forces and was killed while performing military duty is required by state statue and shall be submitted to MoDOT. Acceptable forms of verification include a copy of the U.S. Armed Forces Casualty Report, website link to a fallen military webpage, a statement from the Missouri Veterans Commission or the U.S. Department of Veterans Affair, or any official military document certifying such facts.

Interstate or state-numbered highway interchanges, bridges or segments of highway shall only be designated in memory of one fallen solider. All interchanges, bridges, and sections of highway shall be identified and tied to the primary route. (e.g., an interchange at Interstate 70 and U.S. Highway 63 shall be considered an Interstate interchange and not a U.S. interchange).

A total of two signs shall be erected for each interchange, bridge, or section of highway designation on the state’s roadway system, as specified by the Manual on Uniform Traffic Control Devices (MUTCD).

Signing shall consist of one shoulder post-mounted sign at each end of the interchange, bridge, or section of highway. Heroes Way bridge signs will be installed on the roadway carried by the bridge, not on the roadway traveling under the bridge. Heroes Way interchange signs will be installed within the triangle area between the mainline and the ramp of the designated interchange. Heroes Way signs shall not appear on or be placed on any bridge structure or bridge span over a divided or undivided highway.

The signs shall be rectangular in shape and shall be 6 ft. by 3 ft. The signs shall have a white legend on a green background. The signs shall use MoDOT standard retroreflective sheeting. The legend displayed on the signs shall be limited to the simple message of “HEROES WAY”, the name of the individual being designated and the branch of U.S. Armed Forces the individual serviced. Additional legends, such as biographical information, nicknames, or any appearance of advertising, shall not be displayed on the signs. Decorative or graphical elements, pictographs, logos, or symbols shall not be displayed or attached to the signs or posts.

MoDOT shall have the right to modify the proposed legend based on design limitations of the sign.

MoDOT shall determine the sign location to ensure safe operation of the state roadway system.

MoDOT shall maintain the signs for 20 years, after which a renewal application shall be submitted to MoDOT or the signs are removed.

'''Support.''' The Joint Committee on Transportation Oversight reviews and approves the proposed designations. The Committee normally meets three times a year: in late January or early February, in late April or mid-May (before end of session), and in mid-September (during veto session). MoDOT has no influence over when the Joint Committee on Transportation Oversight meets. If the Committee is unable to gather a quorum to vote on the application, the application will be held, reviewed, and voted on at the next meeting.

MoDOT will order the signs and schedule for installation after the memorial receives approval. Sign delivery can take five to seven weeks. Memorial signs are installed within 120 days from the date the signs are received from the manufacturer, weather permitting. Before completing an application, contact the MoDOT Highway Safety and Traffic Division at (573) 751-7643 or via email at [mailto:Memorial.Designations@modot.mo.gov Memorial.Designations@modot.mo.gov] to verify roadway availability of the desired interchange, bridge, or section of highway (two-miles-or-less).

MoDOT can help identify an available roadway. The family will need to provide a general location (e.g., county, route, or crossroad) to assist in their research.

'''Standard.''' No interchange, bridge or section of a highway on the state roadway system shall be designated after more than one member of the U.S. Armed Forces killed in action. Such person shall only be eligible for one interchange, bridge or highway designation under the provision of [https://revisor.mo.gov/main/OneSection.aspx?section=227.297#:~:text=No%20interchange%2C%20bridge%2C%20or%20highway%20may%20be%20named%20or%20designated%20after%20more%20than%20one%20member%20of%20the%20United%20States%20Armed%20Forces%20killed%20in%20action.%C2%A0%C2%A0Such%20person%20shall%20only%20be%20eligible%20for%20one%20interchange%2C%20bridge%2C%20or%20highway%20designation%20under%20the%20provisions%20of%20this%20section. Missouri Revisor of Statutes - Revised Statutes of Missouri, RSMo Section 227.297.8].

Heroes Way designations shall not replace existing memorial designations for any bridge or section of highway designated on the roadway system. In the event a bridge or highway has a designated name, another bridge or section of highway shall be selected.

==903.18.4 Drunk Driving Victim Program==
<gallery mode="packed" heights=75>
File:M18-4.jpg|Fig. 903.18.4, David's Law
</gallery>

'''Support.''' This program allows memorial markers to be placed along state-maintained roadways for any victim killed on a state highway as result of a vehicular accident caused by an impaired driver.

Additional program information and application can be found at [https://www.modot.org/drunk-driving-victim-davids-law Drunk Driving Victim (David's Law)].

'''Standard.''' MoDOT is the program administrator. Applicants must submit an application to MoDOT, along with a copy of a Missouri Law Enforcement report or other legal documentation. This documentation must indicate one of the vehicle operators involved in the crash was impaired.

One marker shall be allowed for one individual who died in Missouri. In cases involving multiple victims, one marker per victim may be installed at the discretion of MoDOT; this is subject to additional costs. A marker shall not be installed in memory of an individual who themselves were impaired and in violation of the provisions in section [https://revisor.mo.gov/main/OneSection.aspx?section=577.010&bid=34718&hl= 577.010] or [https://revisor.mo.gov/main/OneSection.aspx?section=577.012&bid=33823&hl= 577.012].

One marker shall be erected as close as possible to the location where the crash occurred. MoDOT determines the marker location to ensure safe operation of the highway system.

The marker shall consist of one shoulder post-mounted sign on the right-hand side of the roadway, placed parallel to the roadway at approximately the mowing limit and facing the median. The marker shall not be placed perpendicular to the roadway. The marker shall not interfere with the placement of other signs, traffic control devices, other safety devices, or impede the safety of the traveling public.

The marker shall be rectangular in shape and shall be 30 inches by 18 inches. The marker shall have white legend on a blue background. The marker shall use MoDOT standard retroreflective sheeting. The legend displayed on the marker is mandated by state statue and shall be limited to the simple message of “Drunk Driving Victim”, the initials (e.g., first, middle, and last name) of the individual being designated, the month and year (e.g., two-digits) of the accident and the simple message of “Think About It”. Additional legends, such as ranks, or titles, shall not be displayed on the marker. Decorative or graphical elements, pictographs, logos, or symbols shall not be displayed on or attached to the marker or post.

The participating fee shall be paid by the applicant, private donations, or organizations.

MoDOT will order the marker and schedule for installation after the memorial receives approval. Sign delivery can take five to seven weeks. Memorial markers are installed within 120 days from the date the signs are received from the manufacturer, weather permitting.

MoDOT shall determine the marker location to ensure safe operation of the state roadway system.

MoDOT will not publicly announce the installation date for memorial markers to ensure safety is not compromised for all individuals involved, including our personnel, and the traveling public.

MoDOT shall maintain the markers for 10 years, after which a renewal application and renewal fee shall be submitted, or the markers are removed.

'''Option.''' Immediate family members of the deceased victim may request a memorial marker. An individual with written consent from an immediate family member may also apply on the family member’s behalf.

'''Support.''' The MoDOT Highway Safety and Traffic Division reviews and approves these proposed designations.

Before completing an application, contact the MoDOT Highway Safety and Traffic Division at (573) 751-7643 or via email at [mailto:Memorial.Designations@modot.mo.gov Memorial.Designations@modot.mo.gov] to verify roadway availability of the desired highway designation.

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=={{SpanID|902.3.3}}902.3.3 Warrant 2, Four-Hour Vehicular Volume (MUTCD Section 4C.03)==

'''Support. '''The Four-Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal. This warrant is based on existing traffic and is not normally used during project development.

'''Guidance. '''The need for a traffic control signal should be considered if an engineering study finds that, for each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the more critical minor-street approach (one direction only) all fall above the applicable curve in [[#fig902.3.3.1|Figure 902.3.3.1]] for the existing combination of approach lanes.

'''Support. '''On the minor street, the more critical volume is not required to be on the same approach during each of these 4 hours. The more critical minor-street volume is the one that meets the warranting criteria for that approach, and in the case of a one-lane minor-street approach that is opposite from a multi-lane minor-street approach might not have the higher volume.

'''Option. '''If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, [[#fig902.3.3.2|Figure 902.3.3.2]] may be used in place of [[#fig902.3.3.1|Figure 902.3.3.1]].

{{SpanID|fig902.3.3.1}}
[[File:4c1x.png|thumbnail|center|frame|alt=A line graph displays three curves—one for each existing combination of approach lanes: one lane and one lane, two or more lanes and one lane (which can be a combination of two or more major-street lanes and one minor-street, or one major-street lane and two or more minor-street lanes), and two or more lanes and two or more lanes. These three curves represent numerical values between the approximate vehicles per hour (VPH) on the “major street – total of both approaches” on the “x” axis and corresponding VPH on the “minor street more critical approach” on the “y” axis for each combination of approach lanes.|1000px|'''Figure 902.3.3.1''' Warrant 2, Four-Hour Vehicular Volume]]

{{SpanID|fig902.3.3.2}}
[[File:4c2.jpg|thumbnail|center|frame|alt=A line graph displays three curves—one for each existing combination of approach lanes: one lane and one lane, two or more lanes and one lane (which can be a combination of two or more major-street lanes and one minor-street, or one major-street lane and two or more minor-street lanes), and two or more lanes and two or more lanes. These three curves represent numerical values between the approximate vehicles per hour (VPH) on the “major street – total of both approaches” on the “x” axis and corresponding VPH on the “minor street more critical approach” on the “y” axis for each combination of approach lanes. The numerical values depict conditions where the intersection lies within a “community less than 10,000 population” or posted speed limit or 85th-percentile speed “above 40 MPH on major street” is exceeded.|1000px|'''Figure 902.3.3.2''' Warrant 2, Four-Hour Vehicular Volume (70% Factor)]]

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616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T19:42:16Z

Hoskir: /* 616.8.2.1 Typical Applications */

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==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

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<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

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<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Work Beyond the Shoulder</div>
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<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

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<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
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<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
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<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Work on the Shoulder</div>
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<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
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<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

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</div>
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<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
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<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
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<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA8" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #e6fff2; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[https://modotgov.sharepoint.com/sites/cm Complex Intersection Guidance (MoDOT access only)]</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T19:31:51Z

Hoskir: /* 616.8.2.1 Typical Applications */

<div style="float: right; margin-left: 10px; margin-top:7px; margin-bottom: 5px;">__TOC__</div>
<center><div style="margin-top:7px; margin-left: auto; margin-right: auto; display: inline-block; border:2px solid black; box-shadow:5px 5px 5px #888888">
[[image:TA-Header.png|center]]
</div></center>

==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

<div style="float: right; margin-left: 35px; margin-right: 35px; text-align: center; width:400px; border:1px solid black; background-color:white; padding:5px; border-radius:5px; box-shadow:5px 5px 5px #888888">
<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
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<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

</div>
</div>


<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Beyond the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work on the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3e" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA8" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #e6fff2; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[https://modotgov.sharepoint.com/sites/cm Complex Intersection Guidance (MoDOT access only)]</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T19:30:52Z

Hoskir: /* 616.8.2.1 Typical Applications */

<div style="float: right; margin-left: 10px; margin-top:7px; margin-bottom: 5px;">__TOC__</div>
<center><div style="margin-top:7px; margin-left: auto; margin-right: auto; display: inline-block; border:2px solid black; box-shadow:5px 5px 5px #888888">
[[image:TA-Header.png|center]]
</div></center>

==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

<div style="float: right; margin-left: 35px; margin-right: 35px; text-align: center; width:400px; border:1px solid black; background-color:white; padding:5px; border-radius:5px; box-shadow:5px 5px 5px #888888">
<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ET1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

</div>
</div>


<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Beyond the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work on the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3e" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA8" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #e6fff2; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[https://modotgov.sharepoint.com/sites/cm Complex intersection Guidance (MoDOT access only)]</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T19:29:13Z

Hoskir: /* 616.8.2.1 Typical Applications */

<div style="float: right; margin-left: 10px; margin-top:7px; margin-bottom: 5px;">__TOC__</div>
<center><div style="margin-top:7px; margin-left: auto; margin-right: auto; display: inline-block; border:2px solid black; box-shadow:5px 5px 5px #888888">
[[image:TA-Header.png|center]]
</div></center>

==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

<div style="float: right; margin-left: 35px; margin-right: 35px; text-align: center; width:400px; border:1px solid black; background-color:white; padding:5px; border-radius:5px; box-shadow:5px 5px 5px #888888">
<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ET1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

</div>
</div>


<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Beyond the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work on the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3e" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA8" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ffffff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[https://modotgov.sharepoint.com/sites/cm Complex intersection Guidance (MoDOT access only)]</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T18:56:23Z

Hoskir: /* 616.8.2.1 Typical Applications */

<div style="float: right; margin-left: 10px; margin-top:7px; margin-bottom: 5px;">__TOC__</div>
<center><div style="margin-top:7px; margin-left: auto; margin-right: auto; display: inline-block; border:2px solid black; box-shadow:5px 5px 5px #888888">
[[image:TA-Header.png|center]]
</div></center>

==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

<div style="float: right; margin-left: 35px; margin-right: 35px; text-align: center; width:400px; border:1px solid black; background-color:white; padding:5px; border-radius:5px; box-shadow:5px 5px 5px #888888">
<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ET1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

</div>
</div>


<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Beyond the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work on the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3e" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA8" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">Complex intersection Guidance</div>

<div class="container" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">
<p>Content inside the div</p>
<div class="overlay" onclick="window.location.href='https://www.google.com';"></div>
</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T18:53:52Z

Hoskir: /* 616.8.2.1 Typical Applications */

<div style="float: right; margin-left: 10px; margin-top:7px; margin-bottom: 5px;">__TOC__</div>
<center><div style="margin-top:7px; margin-left: auto; margin-right: auto; display: inline-block; border:2px solid black; box-shadow:5px 5px 5px #888888">
[[image:TA-Header.png|center]]
</div></center>

==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

<div style="float: right; margin-left: 35px; margin-right: 35px; text-align: center; width:400px; border:1px solid black; background-color:white; padding:5px; border-radius:5px; box-shadow:5px 5px 5px #888888">
<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ET1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

</div>
</div>


<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Beyond the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work on the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3e" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA8" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">Complex intersection Guidance</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

616.16 Typical Applications (MUTCD Chapter 6P)

2025-07-31T18:53:21Z

Hoskir: /* 616.8.2.1 Typical Applications */

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[[image:TA-Header.png|center]]
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==616.8.1 Temporary Traffic Control for Contract Plan Sheet Development==

Each work zone is different and requires different temporary traffic control (TTC) plans. For contract plan sheets, [https://mutcd.fhwa.dot.gov/pdfs/2009r1r2r3/pdf_index.htm MUTCD (2009) Chapter 6H] provides the typical applications (TAs) to develop TTC plans and for in-field modifications as directed by the engineer. TAs should be altered, when needed, to fit the conditions of the specific work zone. See [[:Category:237_Contract_Plans|EPG 237]] for additional plan sheet guidance.

References to work vehicle or shadow vehicle made in the MUTCD will be considered incidental and should be indicated as such on the TTC plans.

When optional items are referenced in the MUTCD, the contractor may, at their discretion, utilize the items as incidental. When the TTC plans indicate one or more of these items as required for stationary work activities, applicable pay items will apply and will be included. Field adjustments, as directed by the engineer, may require additional pay items via a change order. When use of a Truck Mounted Attenuator (TMA) is deemed necessary for one or more stationary work activities, this will be indicated on the TTC plans, the Truck Mounted Attenuator (TMA) for Stationary Work Activities JSP will be included in the contract, and the Truck Mounted Attenuator pay item will be provided.

TMAs used in mobile operations, such as striping, are considered incidental per Sec 612.5.

==616.8.2 Temporary Traffic Control for MoDOT Employees==

<div style="float: right; margin-left: 35px; margin-right: 35px; text-align: center; width:400px; border:1px solid black; background-color:white; padding:5px; border-radius:5px; box-shadow:5px 5px 5px #888888">
<b>If you have questions about a Typical Application, please email [mailto:WZTAQuestions@modot.mo.gov?Subject=Question%20about%20TA WZTAQuestions@modot.mo.gov]</b>
</div>

These TAs are intended for the use of MoDOT employees. Before each work shift, all employees are required to participate in a pre-shift safety briefing. During the briefing, the applicable TAs should be printed out and then discussed to know the procedures to follow for the day’s work. This should include the risk-based assessment (RBA). The TAs shown in the EPG are considered current.

===616.8.2.1 Typical Applications===


<div class="mw-customtoggle-ET1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #ff67ff; border-radius:5px; box-shadow:3px 3px 3px #888888; border-width:thin;border-style:solid; border-color:gray;">[+/-] Emergency Traffic Control</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ET1">
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top; background-color: #fca1fc"
! style="background-color: #fca1fc" | Emergency Traffic Control Description !! style="width: 170px; background-color: #fca1fc" | ETC Number !! style="width: 230px; background-color: #fca1fc" | Effective Date
|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
|}

</div>
</div>


<div class="mw-customtoggle-TA1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Beyond the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA2" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work on the Shoulder</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA2a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA2d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA2d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA3" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA3a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA3b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 4-1-24
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TA3d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA3e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA3e" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA4" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way at an Intersection and on Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA4a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA4b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA4b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA5" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within the Traveled Way of a Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA5a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Pavement Marking Operation on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 2-1-24
|}

</div>
</div>

<div class="mw-customtoggle-TA5b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 2-1-24
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

<div class="mw-customtoggle-TA5d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA5d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_Alternate_Passing_Lanes.pdf Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA6" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work at Railroad Crossing</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA6a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA6a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Excavations with Steel Plates</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TA7a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TA7a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Undivided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47A.pdf TA-47A] ||style="text-align:center;" | 616.8.47A || style="text-align:center;" | 9-15-23
|-style="vertical-align:top;"
| Excavations with Steel Plate or Backfill on Divided Highways || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-47B.pdf TA-47B] ||style="text-align:center;" | 616.8.47B || style="text-align:center;" | 9-15-23
|}

</div>
</div>

</div>
</div>


<div class="mw-customtoggle-TA7" onclick="window.location.href='https://www.google.com';" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">Complex intersection Guidance</div>

===616.8.2.2 Legend for Typical Applications===

</br>
[[image:616.8.jpg|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.8.2.3 Examples of Highways===

{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.1.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[image:616.8.2.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||[[image:616.8.3.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[image:616.8.3.4.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[image:616.8.3.5.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[image:616.8.3.6.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.8.3.7.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[image:616.8.3.8.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.8.2.4 Recommended Advance Warning Sign Minimum Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''[[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.4 Recommended Advance Warning Sign Minimum Spacing| Table 616.3.4, Recommended Advance Warning Sign Minimum Spacing]]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.8.2.5 Recommended Taper Length and Spacing===
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''[https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#Table_616.3.5_Recommended_Taper_Length_and_Spacing Table 616.3.5, Recommended Taper Length and Spacing]'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control|616.08]]

Test-subpages

2025-04-28T17:33:10Z

Hoskir:

<div style="float: right; margin-top: 5px; margin-left: 15px; margin-bottom: 15px;">__TOC__</div>

trying to create subpages
<div style="float: right; margin-top: 5px; margin-left: 15px; width:550px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12_Concrete_Pile_Cap_Intermediate_Bents|751.40.8.12 Concrete Pile Cap Intermediate Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1_Design|751.40.8.12.1 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1.1_Unit_Stresses|751.40.8.12.1.1 Unit Stresses]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1.2_Loads|751.40.8.12.1.2 Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1.3_Distribution_of_Loads|751.40.8.12.1.3 Distribution of Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1.4_Design_Assumptions|751.40.8.12.1.4 Design Assumptions]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.2_Reinforcement|751.40.8.12.2 Reinforcement]]
::[[751.40.8.12.2.1 General]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.2.2_Anchorage_of_Piles_for_Seismic_Performance_Categories_B,_C_&_D|751.40.8.12.2.2 Anchorage of Piles for Seismic Performance Categories B, C & D]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.2.3_Beam_Reinforcement_Special_Cases|751.40.8.12.2.3 Beam Reinforcement Special Cases]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.3_Details|751.40.8.12.3 Details]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.3.1_Sway_Bracing|751.40.8.12.3.1 Sway Bracing]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.3.2_Miscellaneous_Details_for_Prestressed_Girder|751.40.8.12.3.2 Miscellaneous Details for Prestressed Girder]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13_Concrete_Pile_Cap_Non-Integral_End_Bents|751.40.8.13 Concrete Pile Cap Non-Integral End Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1_Design|751.40.8.13.1 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.1_Unit_Stresses|751.40.8.13.1.1 Unit Stresses]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.2_Loads|751.40.8.13.1.2 Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.3_Distribution_of_Loads|751.40.8.13.1.3 Distribution of Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.4_Design_Assumptions_-_Loadings|751.40.8.13.1.4 Design Assumptions - Loadings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.5_Deadman_Anchors|751.40.8.13.1.5 Deadman Anchors]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.2_Reinforcement|751.40.8.13.2 Reinforcement]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.2.1_Wide_Flange_Beams,_Plate_Girders_and_Prestressed_Girders|751.40.8.13.2.1 Wide Flange Beams, Plate Girders and Prestressed Girders]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14_Concrete_Pile_Cap_Integral_End_Bents|751.40.8.14 Concrete Pile Cap Integral End Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1_Design|751.40.8.14.1 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1.1_Design_Unit_Stresses|751.40.8.14.1.1 Design Unit Stresses]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1.2_Loads|751.40.8.14.1.2 Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1.3_Distribution_of_Loads|751.40.8.14.1.3 Distribution of Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1.4_Design_Examples|751.40.8.14.1.4 Design Examples]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.2_Reinforcement|751.40.8.14.2 Reinforcement]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.2.1_Earthquake_Loads_at_End_Bent_–_Intermediate_Wing_(Seismic_Shear_Wall)|751.40.8.14.2.1 Earthquake Loads at End Bent – Intermediate Wing (Seismic Shear Wall)]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15_Cast-In-Place_Concrete_Retaining_Walls|751.40.8.15 Cast-In-Place Concrete Retaining Walls]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.1_Loads|751.40.8.15.1 Loads]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.3_Unit_Stresses|751.40.8.15.3 Unit Stresses]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4_Design|751.40.8.15.4 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.1_Spread_Footings|751.40.8.15.4.1 Spread Footings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.2_Pile_Footings|751.40.8.15.4.2 Pile Footings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.3_Counterfort_Walls|751.40.8.15.4.3 Counterfort Walls]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.5_Example_1:_Spread_Footing_Cantilever_Wall|751.40.8.15.5 Example 1: Spread Footing Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.6_Example_2:_L-Shaped_Cantilever_Wall|751.40.8.15.6 Example 2: L-Shaped Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.7_Example_3:_Pile_Footing_Cantilever_Wall|751.40.8.15.7 Example 3: Pile Footing Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.8_Dimensions|751.40.8.15.8 Dimensions]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.9_Reinforcement|751.40.8.15.9 Reinforcement]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.10_Details|751.40.8.15.10 Details]]
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<div style="float: right; margin-top: 5px; margin-left: 15px; width:550px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12_Concrete_Pile_Cap_Intermediate_Bents|751.40.8.12 Concrete Pile Cap Intermediate Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1_Design|751.40.8.12.1 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1.1_Unit_Stresses|751.40.8.12.1.1 Unit Stresses]]
751.40.8.12.1.2 Loads]]
751.40.8.12.1.3 Distribution of Loads]]
751.40.8.12.1.4 Design Assumptions]]
751.40.8.12.2 Reinforcement]]
751.40.8.12.2.1 General]]
751.40.8.12.2.2 Anchorage of Piles for Seismic Performance Categories B, C & D]]
751.40.8.12.2.3 Beam Reinforcement Special Cases]]
751.40.8.12.3 Details]]
751.40.8.12.3.1 Sway Bracing]]
751.40.8.12.3.2 Miscellaneous Details for Prestressed Girder]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13_Concrete_Pile_Cap_Non-Integral_End_Bents|751.40.8.13 Concrete Pile Cap Non-Integral End Bents]]<br>
751.40.8.13.1 Design]]
751.40.8.13.1.1 Unit Stresses]]
751.40.8.13.1.2 Loads]]
751.40.8.13.1.3 Distribution of Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.4_Design_Assumptions_-_Loadings|751.40.8.13.1.4 Design Assumptions - Loadings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.5_Deadman_Anchors|751.40.8.13.1.5 Deadman Anchors]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.2_Reinforcement|751.40.8.13.2 Reinforcement]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.2.1_Wide_Flange_Beams,_Plate_Girders_and_Prestressed_Girders|751.40.8.13.2.1 Wide Flange Beams, Plate Girders and Prestressed Girders]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14_Concrete_Pile_Cap_Integral_End_Bents|751.40.8.14 Concrete Pile Cap Integral End Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1_Design|751.40.8.14.1 Design]]
751.40.8.14.1.1 Design Unit Stresses]]
751.40.8.14.1.2 Loads]]
751.40.8.14.1.3 Distribution of Loads]]
751.40.8.14.1.4 Design Examples]]
751.40.8.14.2 Reinforcement]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.2.1_Earthquake_Loads_at_End_Bent_–_Intermediate_Wing_(Seismic_Shear_Wall)|751.40.8.14.2.1 Earthquake Loads at End Bent – Intermediate Wing (Seismic Shear Wall)]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15_Cast-In-Place_Concrete_Retaining_Walls|751.40.8.15 Cast-In-Place Concrete Retaining Walls]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.1_Loads|751.40.8.15.1 Loads]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.3_Unit_Stresses|751.40.8.15.3 Unit Stresses]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4_Design|751.40.8.15.4 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.1_Spread_Footings|751.40.8.15.4.1 Spread Footings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.2_Pile_Footings|751.40.8.15.4.2 Pile Footings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.3_Counterfort_Walls|751.40.8.15.4.3 Counterfort Walls]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.5_Example_1:_Spread_Footing_Cantilever_Wall|751.40.8.15.5 Example 1: Spread Footing Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.6_Example_2:_L-Shaped_Cantilever_Wall|751.40.8.15.6 Example 2: L-Shaped Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.7_Example_3:_Pile_Footing_Cantilever_Wall|751.40.8.15.7 Example 3: Pile Footing Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.8_Dimensions|751.40.8.15.8 Dimensions]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.9_Reinforcement|751.40.8.15.9 Reinforcement]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.10_Details|751.40.8.15.10 Details]]
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[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12_Concrete_Pile_Cap_Intermediate_Bents|751.40.8.12 Concrete Pile Cap Intermediate Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1_Design|751.40.8.12.1 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.12.1.1_Unit_Stresses|751.40.8.12.1.1 Unit Stresses]]
751.40.8.12.1.2 Loads]]
751.40.8.12.1.3 Distribution of Loads]]
751.40.8.12.1.4 Design Assumptions]]
751.40.8.12.2 Reinforcement]]
751.40.8.12.2.1 General]]
751.40.8.12.2.2 Anchorage of Piles for Seismic Performance Categories B, C & D]]
751.40.8.12.2.3 Beam Reinforcement Special Cases]]
751.40.8.12.3 Details]]
751.40.8.12.3.1 Sway Bracing]]
751.40.8.12.3.2 Miscellaneous Details for Prestressed Girder]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13_Concrete_Pile_Cap_Non-Integral_End_Bents|751.40.8.13 Concrete Pile Cap Non-Integral End Bents]]<br>
751.40.8.13.1 Design]]
751.40.8.13.1.1 Unit Stresses]]
751.40.8.13.1.2 Loads]]
751.40.8.13.1.3 Distribution of Loads]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.4_Design_Assumptions_-_Loadings|751.40.8.13.1.4 Design Assumptions - Loadings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.1.5_Deadman_Anchors|751.40.8.13.1.5 Deadman Anchors]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.2_Reinforcement|751.40.8.13.2 Reinforcement]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.13.2.1_Wide_Flange_Beams,_Plate_Girders_and_Prestressed_Girders|751.40.8.13.2.1 Wide Flange Beams, Plate Girders and Prestressed Girders]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14_Concrete_Pile_Cap_Integral_End_Bents|751.40.8.14 Concrete Pile Cap Integral End Bents]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.14.1_Design|751.40.8.14.1 Design]]
751.40.8.14.1.1 Design Unit Stresses]]
751.40.8.14.1.2 Loads]]
751.40.8.14.1.3 Distribution of Loads]]
751.40.8.14.1.4 Design Examples]]
751.40.8.14.2 Reinforcement]]
751.40.8.14.2.1 Earthquake Loads at End Bent – Intermediate Wing (Seismic Shear Wall)]]
[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15_Cast-In-Place_Concrete_Retaining_Walls|751.40.8.15 Cast-In-Place Concrete Retaining Walls]]<br>
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.1_Loads|751.40.8.15.1 Loads]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.3_Unit_Stresses|751.40.8.15.3 Unit Stresses]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4_Design|751.40.8.15.4 Design]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.1_Spread_Footings|751.40.8.15.4.1 Spread Footings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.2_Pile_Footings|751.40.8.15.4.2 Pile Footings]]
::[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.4.3_Counterfort_Walls|751.40.8.15.4.3 Counterfort Walls]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.5_Example_1:_Spread_Footing_Cantilever_Wall|751.40.8.15.5 Example 1: Spread Footing Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.6_Example_2:_L-Shaped_Cantilever_Wall|751.40.8.15.6 Example 2: L-Shaped Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.7_Example_3:_Pile_Footing_Cantilever_Wall|751.40.8.15.7 Example 3: Pile Footing Cantilever Wall]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.8_Dimensions|751.40.8.15.8 Dimensions]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.9_Reinforcement|751.40.8.15.9 Reinforcement]]
:[[751.40_LFD_Widening_and_Repair_(CONTINUED)#751.40.8.15.10_Details|751.40.8.15.10 Details]]
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<b>The design concepts and criteria within the Engineering Policy Guide (EPG) are intended for use when designing new construction projects on new locations or designing reconstruction projects on existing locations. Projects on existing roadways call for a flexible, practical, and performance-based approach to design. The EPG encourages flexible and practical design, which emphasizes the role of the planning and design teams in determining appropriate design dimensions based on project-specific conditions and existing and future roadway performance, more than on meeting specific nominal design criteria. Although new design values and concepts may be presented throughout the EPG, this does not imply that existing roadways are unsafe, nor does it mandate the initiation of projects to improve existing roadways. While the EPG does include nearly all engineering related aspects of roadway design and maintenance it is not all encompassing. The use of properly equipped and maintained vehicles, operated by a capable user, is also pertinent to the safe and efficient operation of a transportation facility.</b>
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Category:235 Preliminary Plans

2024-12-24T17:19:03Z

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

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

==235.1 Purpose==

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

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

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

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

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

==235.2 Procedure==

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

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

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

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

:[[230.1 Horizontal Alignment]]

:[[230.2 Vertical Alignment]]

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

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

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

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

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

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

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

===235.2.1 Coordination===

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

===235.2.2 Traffic Operations===

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

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

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

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

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

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

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

<center>EXHIBIT

Contract Between

MISSOURI HIGHWAYS AND TRANSPORTATION COMMISSION

-and-

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

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

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

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

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

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

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

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

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

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

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

==235.3 Preparation==

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

===235.3.1 Methods===

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

===235.3.2 Topography===

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

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

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

===235.3.4 Right of way===

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

===235.3.5 Typical Sections===

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

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

===235.3.6 Title===

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

===235.3.7 Grades===

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

===235.3.8 Intersecting Roadways===

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

===235.3.9 Railroads===

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

===235.3.10 Interchanges===

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

===235.3.11 Design Traffic===

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

===235.3.12 Soils Information===

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

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

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

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

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

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

===235.3.14 Handling Traffic===

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

===235.3.15 High Water Data===

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

===235.3.16 Soil and Cut Classification===

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

===235.3.17 Termini Controls===

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

===235.3.18 Examples===

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

==235.4 Project Limits==

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

==235.5 Field Checks==

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

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

==235.6 Approval of Preliminary Plan==

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

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

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

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

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

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

==235.7 Distribution of Preliminary Plans==

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

==235.9 Project Scoping Documentation==

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

236.10 Right Of Way Condemnation

2024-12-24T17:10:16Z

Hoskir: removed link to Alt loc and design per RR3973

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

==236.10.1 Introduction==

===236.10.1.1 Scope===

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

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

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

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

===236.10.1.3 Necessity===

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

===236.10.1.4 Public Use===

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

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

==236.10.2 Condemnation Procedures==

===236.10.2.1 General Information===

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

===236.10.2.2 Petition===

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

===236.10.2.3 Service of Process===

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

===236.10.2.4 Responsive Pleadings===

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

===236.10.2.5 Appointment of Commissioners===

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

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

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

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

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

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

===236.10.2.7 Right to Jury Trial===

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

==236.10.3 Preparation For and Conduct of Trial==

===236.10.3.1 Preparation===

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

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

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

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

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

===236.10.3.2 Conduct of Trial===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===236.10.3.4 Witnesses===

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

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

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

==236.10.4 After Trial Proceedings==

===236.10.4.1 Apportionment Among Various Owners===

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

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

===236.10.4.2 Judgment and Appeal===

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

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

==236.10.5 Condemnation Procedures; A Summary==

===236.10.5.1 Summary===

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

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

==236.10.6 Condemnation Procedures; Case File==

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

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

==236.10.7 Eminent Domain Guidelines==

===236.10.7.1 Introduction===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''HERITAGE VALUE'''

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

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

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

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

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

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

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

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

'''HOMESTEAD VALUE'''

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

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

'''OR'''

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''HOUSE BILL 1944 SECTION 523.061'''

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

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

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

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

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

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

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

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

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

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

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

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

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

236.10 Right Of Way Condemnation

2024-12-24T17:03:00Z

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

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

==236.10.1 Introduction==

===236.10.1.1 Scope===

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

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

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

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

===236.10.1.3 Necessity===

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

===236.10.1.4 Public Use===

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

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

==236.10.2 Condemnation Procedures==

===236.10.2.1 General Information===

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

===236.10.2.2 Petition===

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

===236.10.2.3 Service of Process===

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

===236.10.2.4 Responsive Pleadings===

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

===236.10.2.5 Appointment of Commissioners===

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

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

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

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

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

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

===236.10.2.7 Right to Jury Trial===

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

==236.10.3 Preparation For and Conduct of Trial==

===236.10.3.1 Preparation===

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

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

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

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

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

===236.10.3.2 Conduct of Trial===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===236.10.3.4 Witnesses===

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

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

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

==236.10.4 After Trial Proceedings==

===236.10.4.1 Apportionment Among Various Owners===

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

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

===236.10.4.2 Judgment and Appeal===

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

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

==236.10.5 Condemnation Procedures; A Summary==

===236.10.5.1 Summary===

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

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

==236.10.6 Condemnation Procedures; Case File==

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

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

==236.10.7 Eminent Domain Guidelines==

===236.10.7.1 Introduction===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''HERITAGE VALUE'''

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

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

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

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

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

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

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

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

'''HOMESTEAD VALUE'''

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

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

'''OR'''

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''HOUSE BILL 1944 SECTION 523.061'''

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

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

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

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

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

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

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

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

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

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

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

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

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

236.10 Right Of Way Condemnation

2024-12-19T19:04:12Z

Hoskir: updated broken links in forms section

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

==236.10.1 Introduction==

===236.10.1.1 Scope===

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

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

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

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

===236.10.1.3 Necessity===

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

===236.10.1.4 Public Use===

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

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

==236.10.2 Condemnation Procedures==

===236.10.2.1 General Information===

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

===236.10.2.2 Petition===

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

===236.10.2.3 Service of Process===

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

===236.10.2.4 Responsive Pleadings===

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

===236.10.2.5 Appointment of Commissioners===

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

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

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

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

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

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

===236.10.2.7 Right to Jury Trial===

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

==236.10.3 Preparation For and Conduct of Trial==

===236.10.3.1 Preparation===

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

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

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

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

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

===236.10.3.2 Conduct of Trial===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===236.10.3.4 Witnesses===

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

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

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

==236.10.4 After Trial Proceedings==

===236.10.4.1 Apportionment Among Various Owners===

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

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

===236.10.4.2 Judgment and Appeal===

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

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

==236.10.5 Condemnation Procedures; A Summary==

===236.10.5.1 Summary===

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

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

==236.10.6 Condemnation Procedures; Case File==

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

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

==236.10.7 Eminent Domain Guidelines==

===236.10.7.1 Introduction===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''HERITAGE VALUE'''

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

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

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

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

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

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

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

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

'''HOMESTEAD VALUE'''

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

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

'''OR'''

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''HOUSE BILL 1944 SECTION 523.061'''

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

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

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

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

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

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

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

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

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

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

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

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

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

626.1 Edgeline Rumble Strips

2024-12-17T21:29:12Z

Hoskir:

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

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

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

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

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

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

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

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

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

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

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

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

[[Category:626 Rumble Strips]]

626.1 Edgeline Rumble Strips

2024-12-16T19:55:43Z

Hoskir: updated link

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

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

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

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

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

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

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

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

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

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

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

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

[[Category:626 Rumble Strips]]

Category:900 TRAFFIC CONTROL

2024-12-16T18:50:08Z

Hoskir: /* Introduction */

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

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

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

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

==Introduction==

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

A. Fulfill a need;

B. Command attention;

C. Convey a clear, simple meaning;

D. Command respect from road users; and

E. Give adequate time for proper response.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

'''Support.'''

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

D. Signs posting local non-traffic ordinances.

E. Signs giving civic organization meeting information.

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

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

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

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

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

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

Early in the processes of location and design of roads and streets, engineers should coordinate such location and design with the design and placement of the traffic control devices to be used with such roads and streets.

Jurisdictions, or owners of private roads open to public travel, with responsibility for traffic control that do not have engineers on their staffs who are trained and/or experienced in traffic control devices should seek engineering assistance from others, such as the state transportation agency, their county, a nearby large city, or a traffic engineering consultant.

'''Support.''' As part of the Federal-aid Program, each state is required to have a Local Technical Assistance Program (LTAP) and to provide technical assistance to local highway agencies. Requisite technical training in the application of the principles of the MUTCD is available from the state’s Local Technical Assistance Program for needed engineering guidance and assistance.

===900.1.10 Interpretations, Experimentations, Changes, and Interim Approvals (MUTCD Section 1A.10)===

'''Standard.''' Design, application and placement of traffic control devices other than those adopted in the EPG 900 articles shall be prohibited unless the provisions of this article are followed.

'''Support.''' Continuing advances in technology will produce changes in the highway, vehicle and road user proficiency; therefore, portions of the system of traffic control devices will require updating. In addition, unique situations often arise for device applications that might require interpretation or clarification. It is important to have a procedure for recognizing these developments and for introducing new ideas and modifications into the system.

'''Standard.''' Except as provided in the Option paragraph below, requests for any interpretation, permission to experiment, interim approval, or change shall be submitted electronically to the Federal Highway Administration (FHWA), Office of Transportation Operations, MUTCD team, at the following e-mail address: MUTCDofficialrequest@dot.gov.
All requests shall be submitted to FHWA by Central Office Highway Safety and Traffic Division on behalf of the State Traffic Engineer.

'''Option.''' If electronic submittal is not possible, requests for interpretations, permission to experiment, interim approvals, or changes may instead be mailed to the Office of Transportation Operations, HOTO-1, Federal Highway Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590.

'''Support.''' Communications regarding other MUTCD matters that are not related to official requests will receive quicker attention if they are submitted electronically to the MUTCD Team Leader or to the appropriate individual MUTCD team member. Their e-mail addresses are available through the links contained on the “Who’s Who” page on the [http://mutcd.fhwa.dot.gov/team.htm MUTCD website].

An interpretation includes a consideration of the application and operation of standard traffic control devices, official meanings of standard traffic control devices, or the variations from standard device designs.

'''Guidance.''' Requests for an interpretation should contain the following information:

A. A concise statement of the interpretation being sought;

B. A description of the condition that provoked the need for an interpretation;

C. Any illustration that would be helpful to understand the request; and

D. Any supporting research data that is pertinent to the item to be interpreted.

'''Support.''' Requests to experiment include consideration of field deployment for the purpose of testing or evaluating a new traffic control device, its application or manner of use, or a provision not specifically described.

A request for permission to experiment will be considered only when submitted by the public agency or toll facility operator responsible for the operation of the road or street on which the experiment is to take place. For a private road open to public travel, the request will be considered only if it is submitted by the private owner or private official having jurisdiction.

A diagram indicating the process for experimenting with traffic control devices is shown in Fig. 900.1.10.1.
[[image:900.1.10.1.jpg|center|600px|thumb|<center>'''Fig. 900.1.10.1 Process for Requesting and Conducting Experimentation for New Traffic Control Devices'''</center>]]

'''Guidance.''' The request for permission to experiment should contain the following:

A. A statement indicating the nature of the problem.

B. A description of the proposed change to the traffic control device or application of the traffic control device, how it was developed, the manner in which it deviates from the standard, and how it is expected to be an improvement over existing standards.

C. Any illustration that would be helpful to understand the traffic control device or use of the traffic control device.

D. Any supporting data explaining how the traffic control device was developed, if it has been tried, in what ways it was found to be adequate or inadequate, and how this choice of device or application was derived.

E. A legally binding statement certifying that the concept of the traffic control device is not protected by a patent or copyright. (An example of a traffic control device concept would be countdown pedestrian signals in general. Ordinarily an entire general concept would not be patented or copyrighted, but if it were it would not be acceptable for experimentation unless the patent or copyright owner signs a waiver of rights acceptable to the FHWA. An example of a patented or copyrighted specific device within the general concept of countdown pedestrian signals would be a manufacturer’s design for its specific brand of countdown signal, including the design details of the housing or electronics that are unique to that manufacturer’s product. As long as the general concept is not patented or copyrighted, it is acceptable for experimentation to incorporate the use of one or more patented devices of one or several manufacturers.)

F. The time period and location(s) of the experiment.

G. A detailed research or evaluation plan that must provide for close monitoring of the experimentation, especially in the early stages of its field implementation. The evaluation plan should include before and after studies as well as quantitative data describing the performance of the experimental device.

H. An agreement to restore the site of the experiment to a condition that complies with the provisions of the EPG 900 articles within 3 months following the end of the time period of the experiment. This agreement must also provide that the agency sponsoring the experimentation will terminate the experimentation at any time that it determines significant safety concerns are directly or indirectly attributable to the experimentation. The FHWA’s Office of Transportation Operations has the right to terminate approval of the experimentation at any time if there is an indication of safety concerns. If, as a result of the experimentation, a request is made that the EPG 900 articles be changed to include the device or application being experimented with, the device or application will be permitted to remain in place until an official rulemaking action has occurred.

I. An agreement to provide semi-annual progress reports for the duration of the experimentation, and an agreement to provide a copy of the final results of the experimentation to the FHWA’s Office of Transportation Operations within 3 months following completion of the experimentation. The FHWA’s Office of Transportation Operations has the right to terminate approval of the experimentation if reports are not provided in accordance with this schedule.

'''Support.''' A change includes consideration of a new device to replace a present standard device, an additional device to be added to the list of standard devices, or a revision to a traffic control device application or placement criteria.

'''Guidance.''' Requests for a change should contain the following information:

A. A statement indicating what change is proposed;

B. Any illustration that would be helpful to understand the request; and

C. Any supporting research data that is pertinent to the item to be reviewed.

'''Support.''' Interim approval allows interim use, pending official rulemaking, of a new traffic control device, a revision to the application or manner of use of an existing traffic control device, or a provision not specifically described in the EPG. The FHWA issues an Interim Approval by official memorandum signed by the Associate Administrator for Operations and posts this memorandum on the MUTCD website. The issuance by FHWA of an interim approval will typically result in the traffic control device or application being placed into the next scheduled rulemaking process for revisions to the EPG 900 articles.

Interim approval is considered based on the results of successful experimentation, results of analytical or laboratory studies, and/or review of non-U.S. experience with a traffic control device or application. Interim approval considerations include an assessment of relative risks, benefits, costs, impacts and other factors.

Interim approval allows for optional use of a traffic control device or application and does not create a new mandate or recommendation for use. Interim approval includes conditions that jurisdictions agree to comply with in order to use the traffic control device or application until an official rulemaking action has occurred.

'''Standard.''' A jurisdiction, toll facility operator, or owner of a private road open to public travel that desires to use a traffic control device for which FHWA has issued an interim approval shall request permission from FHWA.

Permission will be requested by Central Office Highway Safety and Traffic Division on behalf of the State Traffic Engineer.

'''Guidance.''' The request for permission to place a traffic control device under an interim approval should contain the following:

A. A description of where the device will be used, such as a list of specific locations or highway segments or types of situations, or a statement of the intent to use the device jurisdiction-wide;

B. An agreement to abide by the specific conditions for use of the device as contained in the FHWA’s interim approval document;

C. An agreement to maintain and continually update a list of locations where the device has been installed; and

D. An agreement to:

:1. Restore the site(s) of the interim approval to a condition that complies with the provisions in the EPG 900 articles within 3 months following the issuance of a Final Rule on this traffic control device; and

:2. Terminate use of the device or application installed under the interim approval at any time that it determines significant safety concerns are directly or indirectly attributable to the device or application. The FHWA’s Office of Transportation Operations has the right to terminate the interim approval at any time if there is an indication of safety concerns.

'''Option.''' A state may submit a request for the use of a device under interim approval for all jurisdictions in that state, as long as the request contains the information listed in the Guidance paragraph above.

'''Guidance.''' A local jurisdiction, toll facility operator, or owner of a private road open to public travel using a traffic control device or application under an interim approval that was granted by FHWA either directly or on a statewide basis based on the state’s request should inform the state of the locations of such use.

A local jurisdiction, toll facility operator, or owner of a private road open to public travel that is requesting permission to experiment or permission to use a device or application under an interim approval should first check for any state laws and/or directives covering the application of the MUTCD provisions that might exist in their state.

'''Option.''' A device or application installed under an interim approval may remain in place, under the conditions established in the interim approval, until an official rulemaking action has occurred.

'''Support.''' A diagram indicating the process for incorporating new traffic control devices is shown in Fig. 900.1.10.2.
[[image:900.1.10.2.jpg|center|620px|thumb|<center>'''Fig. 900.1.10.2 Process for Incorporating New Traffic Control Devices into the MUTCD'''</center>]]

For additional information concerning interpretations, experimentation, changes, or interim approvals, visit the [http://mutcd.fhwa.dot.gov MUTCD website].

===900.1.11 Relation to Other Publications (MUTCD Section 1A.11)===

'''Standard.''' To the extent that they are incorporated by specific reference, the latest editions of the following publications, or those editions specifically noted, shall be a part of the EPG 900 articles: ''Standard Highway Signs and Markings'' book (FHWA); and "Color Specifications for Retroreflective Sign and Pavement Marking Materials” (appendix to subpart F of Part 655 of Title 23 of the Code of Federal Regulations).

'''Support.''' The “Standard Highway Signs and Markings” book includes standard alphabets and symbols and arrows for signs and pavement markings.

For information about the publications mentioned in Paragraph 1, visit the [http://mutcd.fhwa.dot.gov Federal Highway Administration’s MUTCD website] or write to the FHWA, 1200 New Jersey Avenue, SE, HOTO, Washington, DC 20590.

Other publications that are useful sources of information with respect to the use of the EPG 900 articles are listed in this paragraph (later editions might also be available as useful sources of information):

1. “AAA School Safety Patrol Operations Manual,” 2006 Edition (American Automobile Association—AAA)

2. “A Policy on Geometric Design of Highways and Streets,” 2004 Edition (American Association of State Highway and Transportation Officials—AASHTO)

3. “Guide for the Development of Bicycle Facilities,” 1999 Edition (AASHTO)

4. “Guide for the Planning, Design, and Operation of Pedestrian Facilities,” 2004 Edition (AASHTO)

5. “Guide to Metric Conversion,” 1993 Edition (AASHTO)

6. “Guidelines for the Selection of Supplemental Guide Signs for Traffic Generators Adjacent to Freeways,” 4th Edition/Guide Signs, Part II: Guidelines for Airport Guide Signing/Guide Signs, Part III: List of Control Cities for Use in Guide Signs on Interstate Highways,” Item Code: GSGLC-4, 2001 Edition (AASHTO)

7. “Roadside Design Guide,” 2006 Edition (AASHTO)

8. “Standard Specifications for Movable Highway Bridges,” 1988 Edition (AASHTO)

9. “Traffic Engineering Metric Conversion Folders—Addendum to the Guide to Metric Conversion,” 1993 Edition (AASHTO)

10. “2009 AREMA Communications & Signals Manual,” (American Railway Engineering & Maintenance-of-Way Association—AREMA)

11. “Changeable Message Sign Operation and Messaging Handbook (FHWA-OP-03-070),” 2004 Edition (Federal Highway Administration—FHWA)

12. “Designing Sidewalks and Trails for Access—Part 2—Best Practices Design Guide (FHWA-EP-01-027),” 2001 Edition (FHWA)

13. “Federal-Aid Highway Program Guidance on High Occupancy Vehicle (HOV) Lanes,” 2001 (FHWA)

14. “Maintaining Traffic Sign Retroreflectivity,” 2007 Edition (FHWA)

15. “Railroad-Highway Grade Crossing Handbook—Revised Second Edition (FHWA-SA-07-010),” 2007 Edition (FHWA)

16. “Ramp Management and Control Handbook (FHWA-HOP-06-001),” 2006 Edition (FHWA)

17. “Roundabouts-An Informational Guide (FHWA-RD-00-067),” 2000 Edition (FHWA)

18. “Signal Timing Manual (FHWA-HOP-08-024),” 2008 Edition (FHWA)

19. “Signalized Intersections: an Informational Guide (FHWA-HRT-04-091),” 2004 Edition (FHWA)

20. “Travel Better, Travel Longer: A Pocket Guide to Improving Traffic Control and Mobility for Our Older Population (FHWA-OP-03-098),” 2003 Edition (FHWA)

21. “Practice for Roadway Lighting,” RP-8, 2001 (Illuminating Engineering Society—IES)

22. “Safety Guide for the Prevention of Radio Frequency Radiation Hazards in the Use of Commercial Electric Detonators (Blasting Caps),” Safety Library Publication No. 20, July 2001 Edition (Institute of Makers of Explosives)

23. “American National Standard for High-Visibility Public Safety Vests,” (ANSI/ISEA 207-2006), 2006 Edition (International Safety Equipment Association—ISEA)

24. “American National Standard for High-Visibility Safety Apparel and Headwear,” (ANSI/ISEA 107-2004), 2004 Edition (ISEA)

25. “Manual of Traffic Signal Design,” 1998 Edition (Institute of Transportation Engineers—ITE)

26. “Manual of Transportation Engineering Studies,” 1994 Edition (ITE)

27. “Pedestrian Traffic Control Signal Indications,” Part 1—1985 Edition; Part 2 (LED Pedestrian Traffic Signal Modules)—2004 Edition (ITE)

28. “Preemption of Traffic Signals Near Railroad Crossings,” 2006 Edition (ITE)

29. “Purchase Specification for Flashing and Steady Burn Warning Lights,” 1981 Edition (ITE)

30. “Traffic Control Devices Handbook,” 2001 Edition (ITE)

31. “Traffic Detector Handbook,” 1991 Edition (ITE)

32. “Traffic Engineering Handbook,” 2009 Edition (ITE)

33. “Traffic Signal Lamps,” 1980 Edition (ITE)

34. “Vehicle Traffic Control Signal Heads,” Part 1—1985 Edition; Part 2 (LED Circular Signal Supplement)—2005 Edition; Part 3 (LED Vehicular Arrow Traffic Signal Supplement)—2004 Edition (ITE)

35. “Uniform Vehicle Code (UVC) and Model Traffic Ordinance,” 2000 Edition (National Committee on Uniform Traffic Laws and Ordinances—NCUTLO)

36. “NEMA Standards Publication TS 4-2005 Hardware Standards for Dynamic Message Signs (DMS) With NTCIP Requirements,” 2005 Edition (National Electrical Manufacturers Association—NEMA)

37. “Occupational Safety and Health Administration Regulations (Standards - 29 CFR), General Safety and Health Provisions - 1926.20,” amended June 30, 1993 (Occupational Safety and Health Administration—OSHA)

38. “Accessible Pedestrian Signals—A Guide to Best Practices (NCHRP Web-Only Document 117A),” 2008 Edition (Transportation Research Board—TRB)

39. “Guidelines for Accessible Pedestrian Signals (NCHRP Web-Only Document 117B),” 2008 Edition (TRB)

40. “Highway Capacity Manual,” 2000 Edition (TRB)

41. “Recommended Procedures for the Safety Performance Evaluation of Highway Features,” (NCHRP Report 350), 1993 Edition (TRB)

42. “The Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG),” July 1998 Edition (The U.S. Access Board)

===900.1.12 Color Code (MUTCD Section 1A.12)===

'''Support.''' The following color code establishes general meanings for 11 colors of a total of 13 colors that have been identified as being appropriate for use in conveying traffic control information. Tolerance limits for each color are contained in 23 CFR Part 655, Appendix to Subpart F and are available at the [http://mutcd.fhwa.dot.gov Federal Highway Administration’s MUTCD website] or by writing to the FHWA, Office of Safety Research and Development (HRD-T-301), 6300 Georgetown Pike, McLean, VA 22101.

The two colors for which general meanings have not yet been assigned are being reserved for future applications that will be determined only by FHWA after consultation with the states, the engineering community, and the general public. The meanings described in this article are of a general nature. More specific assignments of colors are given in the individual EPG 900 articles relating to each class of devices.

'''Standard.''' The general meaning of the 13 colors shall be as follows:

A. Black—regulation

B. Blue—road user services guidance, tourist information, and evacuation route

C. Brown—recreational and cultural interest area guidance

D. Coral—unassigned

E. Fluorescent Pink—incident management

F. Fluorescent Yellow-Green—pedestrian warning, bicycle warning, playground warning, school bus and school warning

G. Green—indicated movements permitted, direction guidance

H. Light Blue—unassigned

I. Orange—temporary traffic control

J. Purple—lanes restricted to use only by vehicles with registered electronic toll collection (ETC) accounts

K. Red—stop or prohibition

L. White—regulation

M. Yellow—warning

===900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)===

'''Standard.''' When used, the text headings of Standard, Guidance, Option, and Support shall be defined as follows:

'''A. Standard''' — a statement of required, mandatory, or specifically prohibitive practice regarding a traffic control device. All Standard statements are labeled, and the text appears in bold type. The verb “shall” is typically used. The verbs “should” and “may” are not used in Standard statements. Standard statements are sometimes modified by Options.

'''B. Guidance''' — a statement of recommended, but not mandatory, practice in typical situations, with deviations allowed if engineering judgment or engineering study indicates the deviation to be appropriate. All Guidance statements are labeled, and the text appears in unbold type. The verb “should” is typically used. The verbs “shall” and “may” are not used in Guidance statements. Guidance statements are sometimes modified by Options.

'''C. Option''' — a statement of practice that is a permissive condition and carries no requirement or recommendation. Option statements sometime contain allowable modifications to a Standard or Guidance statement. All Option statements are labeled, and the text appears in unbold type. The verb “may” is typically used. The verbs “shall” and “should” are not used in Option statements.

'''D. Support''' — an informational statement that does not convey any degree of mandate, recommendation, authorization, prohibition, or enforceable condition. Support statements are labeled, and the text appears in unbold type. The verbs “shall,” “should,” and “may” are not used in Support statements.

Unless otherwise defined, words or phrases shall have the meaning(s) as defined in the most recent editions of the “Uniform Vehicle Code,” “AASHTO Transportation Glossary (Highway Definitions),” and other publications mentioned in EPG 900.1.11.

The following words and phrases shall have the following meanings:

'''Accessible Pedestrian Signal''' — a device that communicates information about pedestrian signal timing in non-visual format such as audible tones, speech messages, and/or vibrating surfaces.

'''Accessible Pedestrian Signal Detector''' — a device designated to assist the pedestrian who has visual or physical disabilities in activating the pedestrian phase.

'''Active Grade Crossing Warning System''' — the flashing-light signals, with or without warning gates, together with the necessary control equipment used to inform road users of the approach or presence of rail traffic at grade crossings.

'''Actuated Operation''' — a type of traffic control signal operation in which some or all signal phases are operated on the basis of actuation.

'''Actuation''' — initiation of a change in or extension of a traffic signal phase through the operation of any type of detector.

'''Advance Preemption''' — the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the railroad or light rail transit warning devices.

'''Advance Preemption Time''' — the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad or light rail transit warning devices.

'''Advisory Speed''' — a recommended speed for all vehicles operating on a section of highway and based on the highway design, operating characteristics, and conditions.

'''Alley''' — a street or highway intended to provide access to the rear or side of lots or buildings in urban areas and not intended for the purpose of through vehicular traffic.

'''Altered Speed Zone''' — a speed limit, other than a statutory speed limit that is based upon an engineering study.

'''Approach''' — all lanes of traffic moving toward an intersection or a midblock location from one direction, including any adjacent parking lane(s).

'''Arterial Highway (Street)''' — a general term denoting a highway primarily used by through traffic, usually on a continuous route or a highway designated as part of an arterial system.

'''Average Annual Daily Traffic (AADT)''' — the total volume of traffic passing a point or segment of a highway facility in both directions for one year divided by the number of days in the year. Normally, periodic daily traffic volumes are adjusted for hours of the day counted, days of the week, and seasons of the year to arrive at average annual daily traffic.

'''Average Daily Traffic (ADT)''' — the average 24 hour volume, being the total volume during a stated period divided by the number of days in that period. Normally, this would be periodic daily traffic volumes over several days, not adjusted for days of the week or seasons of the year.

'''Average Day''' — a day representing traffic volumes normally and repeatedly found at a location, typically a weekday when volumes are influenced by employment or a weekend day when volumes are influenced by entertainment or recreation.

'''Backplate''' — see Signal Backplate.

'''Barrier-Separated Lane''' — a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a physical barrier.

'''Beacon''' — a highway traffic signal with one or more signal sections that operates in a flashing mode.

'''Bicycle''' — a pedal-powered vehicle upon which the human operator sits.

'''Bicycle Facilities''' — a general term denoting improvements and provisions that accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use.

'''Bicycle Lane''' — a portion of a roadway that has been designated for preferential or exclusive use by bicyclists by pavement markings and, if used, signs.
<div id="Bikeway"></div>
'''Bikeway''' — a generic term for any road, street, path, or way that in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes.

'''Buffer-Separated Lane''' — a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking. The buffer area might include rumble strips, textured pavement, or channelizing devices such as tubular markers or traversable curbs, but does not include a physical barrier.

'''Cantilevered Signal Structure''' — a structure, also referred to as a mast arm, that is rigidly attached to a vertical pole and is used to provide overhead support of highway traffic signal faces or grade crossing signal units.

'''Centerline Markings''' — the yellow pavement marking line(s) that delineates the separation of traffic lanes that have opposite directions of travel on a roadway. These markings need not be at the geometrical center of the pavement.

'''Changeable Message Sign''' — a sign that is capable of displaying more than one message (one of which might be a “blank” display), changeable manually, by remote control, or by automatic control. Electronic-display changeable message signs are referred to as Dynamic Message Signs in the National Intelligent Transportation Systems (ITS) Architecture and are referred to as Variable Message Signs in the National Electrical Manufacturers Association (NEMA) standards publication.

'''Channelizing Line Markings''' — a wide or double solid white line used to form islands where traffic in the same direction of travel is permitted on both sides of the island.

'''Circular Intersection''' — an intersection that has an island, generally circular in design, located in the center of the intersection where traffic passes to the right of the island. Circular intersections include roundabouts, rotaries, and traffic circles.

'''Circulatory Roadway''' — the roadway within a circular intersection on which traffic travels in a counterclockwise direction around an island in the center of the circular intersection.

'''Clear Storage Distance''' — when referencing rail and light rail transit grade crossings, the distance available for vehicle storage measured between 6 ft. from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed grade crossings and intersections, the 6 ft. distance shall be measured perpendicular to the nearest rail either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance.

'''Clear Zone''' — the total roadside border area, starting at the edge of the traveled way, that is available for an errant driver to stop or regain control of a vehicle. This area might consist of a shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear run-out area at its toe.

'''Collector Highway''' — a term denoting a highway that in rural areas connects small towns and local highways to arterial highways, and in urban areas provides land access and traffic circulation within residential, commercial, and business areas and connects local highways to the arterial highways.

'''Concurrent Flow Preferential Lane''' — a preferential lane that is operated in the same direction as the adjacent mixed flow lanes, separated from the adjacent general-purpose freeway lanes by a standard lane stripe, painted buffer or barrier.

'''Conflict Monitor''' — a device used to detect and respond to improper or conflicting signal indications and improper operating voltages in a traffic controller assembly.

'''Constant Warning Time Detection''' — a means of detecting rail traffic that provides relatively uniform warning time for the approach of trains or light rail transit traffic that are not accelerating or decelerating after being detected.

'''Contiguous Lane''' — a lane, preferential or otherwise, that is separated from the adjacent lane(s) only by a normal or wide lane line marking.

'''Controller Assembly''' — a complete electrical device mounted in a cabinet for controlling the operation of a highway traffic signal.

'''Controller Unit''' — that part of a controller assembly that is devoted to the selection and timing of the display of signal indications.

'''Conventional Road''' — a street or highway other than a low-volume road, (as defined below), expressway or freeway.

'''Counter-Flow Lane''' — a lane operating in a direction opposite to the normal flow of traffic designated for peak direction of travel during at least a portion of the day. Counter-flow lanes are usually separated from the off-peak direction lanes by tubular markers or other flexible channelizing devices, temporary lane separators, or movable or permanent barrier.

'''Crashworthy''' — a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the National Cooperative Highway Research Program Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

'''Crosswalk''' — (a) that part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the center line; (b) any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by pavement marking lines on the surface, which might be supplemented by contrasting pavement texture, style, or color.

'''Crosswalk Lines''' — white pavement marking lines that identify a crosswalk.

'''Cycle Length''' — the time required for one complete sequence of signal indications.

'''Dark Mode''' — the lack of all signal indications at a signalized location. (The dark mode is most commonly associated with power failures, ramp meters, hybrid beacons, beacons and some movable bridge signals.)

'''Delineator''' — a retroreflective device mounted on the roadway surface or at the side of the roadway in a series to indicate the alignment of the roadway, especially at night or in adverse weather.

'''Design Vehicle''' — the longest vehicle permitted by statute of the road authority (state or other) on that roadway.

'''Designated Bicycle Route''' — a system of bikeways designated by the jurisdiction having authority with appropriate directional and informational route signs, with or without specific bicycle route numbers.

'''Detectable''' — having a continuous edge within 6 inches of the surface so that pedestrians who have visual disabilities can sense its presence and receive usable guidance information.

'''Detector''' — a device used for determining the presence or passage of vehicles or pedestrians.

'''Downstream''' — a term that refers to a location that is encountered by traffic subsequent to an upstream location as it flows in an “upstream to downstream” direction. For example, “the downstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the lane line that is closest to the intersection.

'''Dropped Lane''' — a through lane that becomes a mandatory turn lane on a conventional roadway, or a through lane that becomes a mandatory exit lane on a freeway or expressway. The end of an acceleration lane and reductions in the number of through lanes that do not involve a mandatory turn or exit are not considered dropped lanes.

'''Dual-Arrow Signal Section''' — a type of signal section designed to include both a yellow arrow and a green arrow.

'''Dynamic Envelope''' — the clearance required for light rail transit traffic or a train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure (see Figure 8B-8).

'''Dynamic Exit Gate Operating Mode''' — a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance.

'''Edgeline Markings''' — white or yellow pavement marking lines that delineate the right or left edge(s) of a traveled way.

'''Electronic Toll Collection (ETC)''' — a system for automated collection of tolls from moving or stopped vehicles through wireless technologies such as radio-frequency communication or optical scanning. ETC systems are classified as one of the following: (1) systems that require users to have registered toll accounts, with the use of equipment inside or on the exterior of vehicles, such as a transponder or barcode decal, that communicates with or is detected by roadside or overhead receiving equipment, or with the use of license plate optical scanning, to automatically deduct the toll from the registered user account, or (2) systems that do not require users to have registered toll accounts because vehicle license plates are optically scanned and invoices for the toll amount are sent through postal mail to the address of the vehicle owner.

'''Electronic Toll Collection (ETC) Account Only Lane''' — a non-attended toll lane that is restricted to use only by vehicles with a registered toll payment account.

'''Emergency-Vehicle Hybrid Beacon''' — a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist authorized emergency vehicles in entering or crossing a street or highway.

'''Emergency-Vehicle Traffic Control Signal''' — a special traffic control signal that assigns the right of way to an authorized emergency vehicle.

'''End-of-Roadway Marker''' — a device used to warn and alert road users of the end of a roadway in other than temporary traffic control zones.
<div id="Engineering Judgment"></div>

'''Engineering Judgment''' — the evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in the EPG and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. Engineering judgment shall be exercised by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. Documentation of engineering judgment is not required.
<div id="Engineering Study"></div>

'''Engineering Study''' — the comprehensive analysis and evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in the Engineering Policy Guide and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. An engineering study shall be performed by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented.

'''Entrance Gate''' — an automatic gate that can be lowered across the lanes approaching a grade crossing to block road users from entering the grade crossing.

'''Exit Gate''' — an automatic gate that can be lowered across the lanes departing a grade crossing to block road users from entering the grade crossing by driving in the opposing traffic lanes.

'''Exit Gate Clearance Time''' — for Four-Quadrant Gate systems at grade crossings, the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend.

'''Exit Gate Operating Mode''' — for Four-Quadrant Gate systems at grade crossings, the mode of control used to govern the operation of the exit gate arms.

'''Expressway''' — a divided highway with partial control of access.

'''Flagger''' — a person who actively controls the flow of vehicular traffic into and/or through a temporary traffic control zone using hand-signaling devices or an Automated Flagger Assistance Device (AFAD).

'''Flasher''' — a device used to turn highway traffic signal indications on and off at a repetitive rate of approximately once per second.

'''Flashing''' — an operation in which a light source, such as a traffic signal indication, is turned on and off repetitively.

'''Flashing-Light Signals''' — a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when rail traffic is approaching or present at a grade crossing.

'''Flashing Mode''' — a mode of operation in which at least one traffic signal indication in each vehicular signal face of a highway traffic signal is turned on and off repetitively.

'''Freeway''' — a divided highway with full control of access.

'''Full-Actuated Operation''' — a type of traffic control signal operation in which all signal phases function on the basis of actuation.

'''Gate''' — an automatically-operated or manually-operated traffic control device that is used to physically obstruct road users such that they are discouraged from proceeding past a particular point on a roadway or pathway, or such that they are discouraged from entering a particular grade crossing, ramp, lane, roadway, or facility.

'''Grade Crossing''' — the general area where a highway and a railroad and/or light rail transit route cross at the same level, within which are included the tracks, highway, and traffic control devices for traffic traversing that area.

'''Guide Sign''' — a sign that shows route designations, destinations, directions, distances, services, points of interest, or other geographical, recreational, or cultural information.

'''High-Occupancy Vehicle (HOV)''' — a motor vehicle carrying at least two or more persons, including carpools, vanpools, and buses.
<div id="Highway"></div>
'''Highway''' — a general term for denoting a public way for purposes of vehicular travel, including the entire area within the right-of-way.

'''Highway-Light Rail Transit Grade Crossing''' — the general area where a highway and a light rail transit route cross at the same level, within which are included the light rail transit tracks, highway, and traffic control devices for traffic traversing that area.

'''Highway-Rail Grade Crossing''' — the general area where a highway and a railroad cross at the same level, within which are included the railroad tracks, highway, and traffic control devices for highway traffic traversing that area.

'''Highway Traffic Signal''' — a power-operated traffic control device by which traffic is warned or directed to take some specific action. These devices do not include power-operated signs, steadily-illuminated pavement markers, warning lights (see EPG 616.9.2), or steady burning electric lamps.

'''Hybrid Beacon''' — a special type of beacon that is intentionally placed in a dark mode (no indications displayed) between periods of operation and, when operated, displays both steady and flashing traffic control signal indications.

'''Inherently Low Emission Vehicle (ILEV)''' — any kind of vehicle that, because of inherent properties of the fuel system design, will not have significant evaporative emissions, even if its evaporative emission control system has failed.

'''In-Roadway Lights''' — a special type of highway traffic signal installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to slow down and/or come to a stop.

'''Interchange''' — a system of interconnecting roadways providing for traffic movement between two or more highways that do not intersect at grade.

'''Interconnection''' — when used in [[643.4 Railroads#643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings|EPG 643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings]], the electrical connection between the railroad or light rail transit active warning system and the highway traffic signal controller assembly for the purpose of preemption.

'''Intermediate Interchange''' — an interchange with an urban or rural route that is not a major or minor interchange as defined in this Section.

'''Intersection''' — is defined as follows:

:(a) The area embraced within the prolongation or connection of the lateral curb lines, or if none, the lateral boundary lines of the roadways of two highways that join one another at, or approximately at, right angles, or the area within which vehicles traveling on different highways that join at any other angle might come into conflict.

:(b) The junction of an alley or driveway with a roadway or highway shall not constitute an intersection, unless the roadway or highway at said junction is controlled by a traffic control device.

:(c) If a highway includes two roadways that are 30 ft. or more apart (see definition of median), then every crossing of each roadway of such divided highway by an intersecting highway shall be a separate intersection.

:(d) If both intersecting highways include two roadways that are 30 feet or more apart, then every crossing of any two roadways of such highways shall be a separate intersection.

:(e) At a location controlled by a traffic control signal, regardless of the distance between the separate intersections as defined in (c) and (d) above:

::(1) If a stop line, yield line, or crosswalk has not been designated on the roadway (within the median) between the separate intersections, the two intersections and the roadway (median) between them shall be considered as one intersection;

::(2) Where a stop line, yield line, or crosswalk is designated on the roadway on the intersection approach, the area within the crosswalk and/or beyond the designated stop line or yield line shall be part of the intersection; and

::(3) Where a crosswalk is designated on a roadway on the departure from the intersection, the intersection shall include the area extending to the far side of such crosswalk.

'''Intersection Control Beacon''' — a beacon used only at an intersection to control two or more directions of travel.

'''Interval''' — the part of a signal cycle during which signal indications do not change.

'''Interval Sequence''' — the order of appearance of signal indications during successive intervals of a signal cycle.

'''Island''' — a defined area between traffic lanes for control of vehicular movements, for toll collection, or for pedestrian refuge. It includes all end protection and approach treatments. Within an intersection area, a median or an outer separation is considered to be an island.

'''Lane Drop''' — see Dropped Lane.

'''Lane Line Markings''' — white pavement marking lines that delineate the separation of traffic lanes that have the same direction of travel on a roadway.

'''Lane-Use Control Signal''' — a signal face displaying indications to permit or prohibit the use of specific lanes of a roadway or to indicate the impending prohibition of such use.

'''Legend''' — see Sign Legend.

'''Lens''' — see Signal Lens.

'''Light Rail Transit Traffic (Light Rail Transit Equipment)''' — every device in, upon, or by which any person or property can be transported on light rail transit tracks, including single-unit light rail transit cars (such as streetcars and trolleys) and assemblies of multiple light rail transit cars coupled together.

'''Locomotive Horn''' — an air horn, steam whistle, or similar audible warning device (see 49 CFR Part 229.129) mounted on a locomotive or control cab car. The terms “locomotive horn,” “train whistle,” “locomotive whistle,” and “train horn” are used interchangeably in the railroad industry.

'''Logo''' — a distinctive emblem or trademark that identifies a commercial business and/or the product or service offered by the business.

'''Longitudinal Markings''' — pavement markings that are generally placed parallel and adjacent to the flow of traffic such as lane lines, center lines, edge lines, channelizing lines, and others.

'''Louver''' — see Signal Louver.

'''Low-volume road''' - shall be defined as follows:

:A. A low-volume road shall be a facility lying outside of built-up areas of cities, towns, and communities, and it shall have a traffic volume of less than 400 AADT.

:B. A low-volume road shall not be a freeway, an expressway, an interchange ramp, a freeway service road, a road on a designated state highway system, or a residential street in a neighborhood. In terms of highway classification, it shall be a variation of a conventional road or a special purpose road as defined in EPG 900.1.13 .

:C. A low-volume road shall be classified as either paved or unpaved.

'''Major Interchange''' — an interchange with another freeway or expressway, or an interchange with a high-volume multi-lane highway, principal urban arterial, or major rural route where the interchanging traffic is heavy or includes many road users unfamiliar with the area.

'''Major Street''' — the street normally carrying the higher volume of vehicular traffic.

'''Malfunction Management Unit''' — same as Conflict Monitor.

'''Maximum Highway Traffic Signal Preemption Time''' — the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

'''Median''' — the area between two roadways of a divided highway measured from edge of traveled way to edge of traveled way. The median excludes turn lanes. The median width might be different between intersections, interchanges, and at opposite approaches of the same intersection.

'''Minimum Track Clearance Distance''' — for standard two-quadrant warning devices, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured from the highway stop line, warning device, or 12 ft. perpendicular to the track center line, to 6 ft. beyond the track(s) measured perpendicular to the far rail, along the center line or edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured either from the highway stop line or entrance warning device, to the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the longer distance.

'''Minimum Warning Time''' — when referencing rail and light rail transit grade crossings, the least amount of time active warning devices shall operate prior to the arrival of rail traffic at a grade crossing.

'''Minor Interchange''' — an interchange where traffic is local and very light, such as interchanges with land service access roads. Where the sum of the exit volumes is estimated to be lower than 100 vehicles per day in the design year, the interchange is classified as local.

'''Minor Street''' — the street normally carrying the lower volume of vehicular traffic.

'''Movable Bridge Resistance Gate''' — a type of traffic gate, which is located downstream of the movable bridge warning gate, that provides a physical deterrent to vehicle and/or pedestrian traffic when placed in the appropriate position.

'''Movable Bridge Signal''' — a highway traffic signal installed at a movable bridge to notify traffic to stop during periods when the roadway is closed to allow the bridge to open.

'''Movable Bridge Warning Gate''' — a type of traffic gate designed to warn, but not primarily to block, vehicle and/or pedestrian traffic when placed in the appropriate position.

'''Multi-Lane''' — more than one lane moving in the same direction. A multi-lane street, highway, or roadway has a basic cross-section comprised of two or more through lanes in one or both directions. A multi-lane approach has two or more lanes moving toward the intersection, including turning lanes.

'''Neutral Area''' — the paved area between the channelizing lines separating an entrance or exit ramp or a channelized turn lane or channelized entering lane from the adjacent through lane(s).

'''Object Marker''' — a device used to mark obstructions within or adjacent to the roadway.

'''Occupancy Requirement''' — any restriction that regulates the use of a facility or one or more lanes of a facility for any period of the day based on a specified number of persons in a vehicle.

'''Occupant''' — a person driving or riding in a car, truck, bus, or other vehicle.

'''Opposing Traffic''' — vehicles that are traveling in the opposite direction. At an intersection, vehicles entering from an approach that is approximately straight ahead would be considered to be opposing traffic, but vehicles entering from approaches on the left or right would not be considered to be opposing traffic.
<div id="Overhead Sign"></div>
'''Overhead Sign''' — a sign that is placed such that a portion or the entirety of the sign or its support is directly above the roadway, median or shoulder. Typical installations include signs placed on cantilever arms that extend over the roadway or shoulder, on sign support structures that span the entire width of the pavement, on mast arms or span wires that also support traffic control signals, and on highway bridges that cross over the roadway.

'''Parking Area''' — a parking lot or parking garage that is separated from a roadway. Parallel or angle parking spaces along a roadway are not considered a parking area.

'''Passive Grade Crossing''' — a grade crossing where none of the automatic traffic control devices associated with an Active Grade Crossing Warning System are present and at which the traffic control devices consist entirely of signs and/or markings.

'''Pathway''' — a general term denoting a public way for purposes of travel by authorized users outside the traveled way and physically separated from the roadway by an open space or barrier and either within the highway right-of-way or within an independent alignment. Pathways include shared-use paths, but do not include sidewalks.

'''Pathway Grade Crossing''' — the general area where a pathway and railroad or light rail transit tracks cross at the same level, within which are included the tracks, pathway, and traffic control devices for pathway traffic traversing that area.

'''Paved''' — a bituminous surface treatment, mixed bituminous concrete, or Portland cement concrete roadway surface that has both a structural (weight bearing) and a sealing purpose for the roadway.

'''Pedestrian''' — a person on foot, in a wheelchair, on skates, or on a skateboard.

'''Pedestrian Change Interval''' — an interval during which the flashing UPRAISED HAND (symbolizing DONT WALK) signal indication is displayed.

'''Pedestrian Clearance Time''' — the time provided for a pedestrian crossing in a crosswalk, after leaving the curb or shoulder, to travel to the far side of the traveled way or to a median.
<div id="Pedestrian Facility"></div>
'''Pedestrian Facilities''' — a general term denoting improvements and provisions made to accommodate or encourage walking.

'''Pedestrian Hybrid Beacon''' — a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk.

'''Pedestrian Signal Head''' — a signal head, which contains the symbols WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DONT WALK), that is installed to direct pedestrian traffic at a traffic control signal.

'''Permissive Mode''' — a mode of traffic control signal operation in which left or right turns are permitted to be made after yielding to pedestrians, if any, and/or opposing traffic, if any. When a CIRCULAR GREEN signal indication is displayed, both left and right turns are permitted unless otherwise prohibited by another traffic control device. When a flashing YELLOW ARROW or flashing RED ARROW signal indication is displayed, the turn indicated by the arrow is permitted.

'''Physical Gore''' — a longitudinal point where a physical barrier or the lack of a paved surface inhibits road users from crossing from a ramp or channelized turn lane or channelized entering lane to the adjacent through lane(s) or vice versa.

'''Pictograph''' — a pictorial representation used to identify a governmental jurisdiction, an area of jurisdiction, a governmental agency, a military base or branch of service, a governmental-approved university or college, a toll payment system or a government-approved institution.

'''Plaque''' — a traffic control device intended to communicate specific information to road users through a word, symbol, or arrow legend that is placed immediately adjacent to a sign to supplement the message on the sign. The difference between a plaque and a sign is that a plaque cannot be used alone. The designation for a plaque includes a “P” suffix.

'''Platoon''' — a group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily, because of traffic signal controls, geometrics or other factors.

'''Portable Traffic Control Signal''' — a temporary traffic control signal that is designed so that it can be easily transported and reused at different locations.

'''Post-Mounted Sign''' — a sign that is placed to the side of the roadway such that no portion of the sign or its support is directly above the roadway or shoulder.

'''Posted Speed Limit''' — a speed limit determined by law or regulation and displayed on Speed Limit signs.

'''Preemption''' — the transfer of normal operation of a traffic control signal to a special control mode of operation.

'''Preferential Lane''' — a highway lane reserved for the exclusive use of one or more specific types of vehicles or vehicles with at least a specific number of occupants.

'''Pre-Signal''' — traffic control signal faces that control traffic approaching a grade crossing in conjunction with the traffic control signal faces that control traffic approaching a highway-highway intersection beyond the tracks. Supplemental near-side traffic control signal faces for the highway-highway intersection are not considered pre-signals. Pre-signals are typically used where the clear storage distance is insufficient to store one or more design vehicles.

'''Pretimed Operation''' — a type of traffic control signal operation in which none of the signal phases function on the basis of actuation.

'''Primary Signal Face''' — one of the required or recommended minimum number of signal faces for a given approach or separate turning movement, but not including near-side signal faces required as a result of the far-side signal faces exceeding the maximum distance from the stop line.

'''Principal Legend''' — place names, street names, and route numbers placed on guide signs.

'''Priority Control''' — a means by which the assignment of right-of-way is obtained or modified.

<div id="Private Road Open to Public Travel"></div>
'''Private Road Open to Public Travel''' — private toll roads and roads (including any adjacent sidewalks that generally run parallel to the road) within shopping centers, airports, sports arenas, and other similar business and/or recreation facilities that are privately owned, but where the public is allowed to travel without access restrictions. Roads within private gated properties (except for gated toll roads) where access is restricted at all times, parking areas, driving aisles within parking areas, and private grade crossings shall not be included in this definition.

'''Protected Mode''' — a mode of traffic control signal operation in which left or right turns are permitted to be made when a left or right GREEN ARROW signal indication is displayed.

'''Public Road''' — any road, street, or similar facility under the jurisdiction of and maintained by a public agency and open to public travel.

'''Pushbutton''' — a button to activate a device or signal timing for pedestrians, bicyclists, or other road users.

'''Pushbutton Information Message''' — a recorded message that can be actuated by pressing a pushbutton when the walk interval is not timing and that provides the name of the street that the crosswalk associated with that particular pushbutton crosses and can also provide other information about the intersection signalization or geometry.

'''Pushbutton Locator Tone''' — a repeating sound that informs approaching pedestrians that a pushbutton exists to actuate pedestrian timing or receive additional information and that enables pedestrians who have visual disabilities to locate the pushbutton.

'''Queue Clearance Time''' — when referencing rail and light rail transit grade crossings, the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. If pre-signals are present, this time shall be long enough to allow the vehicle to move through the intersection, or to clear the tracks if there is sufficient clear storage distance. If a Four-Quadrant Gate system is present, this time shall be long enough to permit the exit gate arm to lower after the design vehicle is clear of the minimum track clearance distance.

'''Quiet Zone''' — a segment of a rail line, with one or a number of consecutive public highway-rail grade crossings at which locomotive horns are not routinely sounded per 49 CFR Part 222.

'''Rail Traffic''' — every device in, upon, or by which any person or property can be transported on rails or tracks and to which all other traffic must yield the right of way by law at grade crossings, including trains, one or more locomotives coupled (with or without cars), other railroad equipment, and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit operating in a mixed-use alignment, to which other traffic is not required to yield the right of way by law, is a vehicle and is not considered to be rail traffic.

'''Raised Pavement Marker''' — a device mounted on or in a road surface that has a height generally not exceeding approximately 1 in. above the road surface for a permanent marker, or not exceeding approximately 2 in. above the road surface for a temporary flexible marker, and that is intended to be used as a positioning guide and/or to supplement or substitute for pavement markings.

'''Ramp Control Signal''' — a highway traffic signal installed to control the flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection.

'''Ramp Meter''' — see Ramp Control Signal.

'''Red Clearance Interval''' — an interval that follows a yellow change interval and precedes the next conflicting green interval.

'''Regulatory Sign''' — a sign that gives notice to road users of traffic laws or regulations.

'''Retroreflectivity''' — a property of a surface that allows a large portion of the light coming from a point source to be returned directly back to a point near its origin.

'''Right of Way (Assignment)''' — the permitting of vehicles and/or pedestrians to proceed in a lawful manner in preference to other vehicles or pedestrians by the display of a sign or signal indications.

'''Right of Way Transfer Time''' — when used in [[643.4 Railroads#643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings|EPG 643.4]], the maximum amount of time needed for the worst case condition, prior to display of the track clearance green interval. This includes any railroad or light rail transit or highway traffic signal control equipment time to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance, yellow change, and red clearance intervals for conflicting traffic.

'''Road''' — see Roadway.

'''Road User''' — a vehicle operator, bicyclist, or pedestrian, including persons with disabilities, within the highway or on a private road open to public travel.

'''Roadway''' — that portion of a highway improved, designed, or ordinarily used for vehicular travel and parking lanes, but exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles. In the event a highway includes two or more separate roadways, the term roadway shall refer to any such roadway separately, but not to all such roadways collectively.

'''Roadway Network''' — a geographical arrangement of intersecting roadways.

'''Roundabout''' — a circular intersection with yield control at entry, which permits a vehicle on the circulatory roadway to proceed, and with deflection of the approaching vehicle counter-clockwise around a central island.

'''Rumble Strip''' — a series of intermittent, narrow, transverse areas of rough-textured, slightly raised, or depressed road surface that extend across the travel lane to alert road users to unusual traffic conditions or are located along the shoulder, along the roadway center line, or within islands formed by pavement markings to alert road users that they are leaving the travel lanes.

'''Rural Highway''' — a type of roadway normally characterized by lower volumes, higher speeds, fewer turning conflicts and less conflict with pedestrians.

'''Safe-Positioned''' — the positioning of emergency vehicles at an incident in a manner that attempts to protect both the responders performing their duties and road users traveling through the incident scene, while minimizing, to the extent practical, disruption of the adjacent traffic flow.

'''School''' — a public or private educational institution recognized by the state education authority for one or more grades K through 12 or as otherwise defined by the state.

'''School Zone''' — a designated roadway segment approaching, adjacent to, and beyond school buildings or grounds, or along which school related activities occur.

'''Semi-Actuated Operation''' — a type of traffic control signal operation in which at least one, but not all, signal phases function on the basis of actuation.

'''Separate Turn Signal Face''' — a signal face that exclusively controls a turn movement and that displays signal indications that are applicable only to the turn movement.

'''Separation Time''' — the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.

'''Shared Roadway''' — a roadway that is officially designated and marked as a bicycle route, but which is open to motor vehicle travel and upon which no bicycle lane is designated.

'''Shared-Use Path''' — a bikeway outside the traveled way and physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right of way or within an independent alignment. Shared-use paths are also used by pedestrians (including skaters, users of manual and motorized wheelchairs, and joggers) and other authorized motorized and non-motorized users.

'''Sidewalk''' — that portion of a street between the curb line, or the lateral line of a roadway, and the adjacent property line or on easements of private property that is paved or improved and intended for use by pedestrians.

'''Sign''' — any traffic control device that is intended to communicate specific information to road users through a word, symbol, and/or arrow legend. Signs do not include highway traffic signals, pavement markings, delineators or channelization devices.

'''Sign Assembly''' — a group of signs, located on the same support(s), that supplement one another in conveying information to road users.

'''Sign Illumination''' — either internal or external lighting that shows similar color by day or night. Street or highway lighting shall not be considered as meeting this definition.

'''Sign Legend''' — all word messages, logos, pictographs and symbol and arrow designs that are intended to convey specific meanings. The border, if any, on a sign is not considered to be a part of the legend.

'''Sign Panel''' — a separate panel or piece of material containing a word, symbol, and/or arrow legend that is affixed to the face of a sign.

'''Signal Backplate''' — a thin strip of material that extends outward from and parallel to a signal face on all sides of a signal housing to provide a background for improved visibility of the signal indications.

'''Signal Coordination''' — the establishment of timed relationships between adjacent traffic control signals.

'''Signal Face''' — an assembly of one or more signal sections that is provided for controlling one or more traffic movements on a single approach.

'''Signal Head''' — an assembly of one or more signal faces that is provided for controlling traffic movements on one or more approaches.

'''Signal Housing''' — that part of a signal section that protects the light source and other required components.

'''Signal Indication''' — the illumination of a signal lens or equivalent device.

'''Signal Lens''' — that part of the signal section that redirects the light coming directly from the light source.

'''Signal Louver''' — a device that can be mounted inside a signal visor to restrict visibility of a signal indication from the side or to limit the visibility of the signal indication to a certain lane or lanes, or to a certain distance from the stop line.

'''Signal Phase''' — the right of way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement or combination of movements.

'''Signal Section''' — the assembly of a signal housing, signal lens, if any, and light source with necessary components to be used for displaying one signal indication.

'''Signal System''' — two or more traffic control signals operating in signal coordination.

'''Signal Timing''' — the amount of time allocated for the display of a signal indication.

'''Signal Visor''' — that part of a signal section that directs the signal indication specifically to approaching traffic and reduces the effect of direct external light entering the signal lens.

'''Signing''' — individual signs or a group of signs, not necessarily on the same support(s), that supplement one another in conveying information to road users.

'''Simultaneous Preemption''' — notification of approaching rail traffic is forwarded to the highway traffic signal controller unit or assembly and railroad or light rail transit active warning devices at the same time.

'''Special Purpose Road''' — a low-volume, low-speed road that serves recreational areas or resource development activities.

'''Speed''' — speed is defined based on the following classifications:

:(a) Average Speed—the summation of the instantaneous or spot-measured speeds at a specific location of vehicles divided by the number of vehicles observed.

:(b) Design Speed—a selected speed used to determine the various geometric design features of a roadway.

:(c) 85<sup>th</sup>-Percentile Speed—the speed at or below which 85 percent of the motor vehicles travel.

:(d) Operating Speed—a speed at which a typical vehicle or the overall traffic operates. Operating speed might be defined with speed values such as the average, pace, or 85<sup>th</sup>-percentile speeds.

:(e) Pace—the 10 mph speed range representing the speeds of the largest percentage of vehicles in the traffic stream.

'''Speed Limit''' — the maximum (or minimum) speed applicable to a section of highway as established by law or regulation.

'''Speed Limit Sign Beacon''' — a beacon used to supplement a SPEED LIMIT sign.

'''Speed Measurement Markings''' — a white transverse pavement marking placed on the roadway to assist the enforcement of speed regulations.

'''Speed Zone''' — a section of highway with a speed limit that is established by law or regulation, but which might be different from a legislatively specified statutory speed limit.

'''Splitter Island''' — a median island used to separate opposing directions of traffic entering and exiting a roundabout.

'''Station Crossing''' — a pathway grade crossing that is associated with a station platform.

'''Statutory Speed Limit''' — a speed limit established by legislative action that typically is applicable for a particular class of highways with specified design, functional, jurisdictional and/or location characteristics and that is not necessarily displayed on Speed Limit signs.

'''Steady (Steady Mode)''' — the continuous display of a signal indication for the duration of an interval, signal phase, or consecutive signal phases.

'''Stop Beacon''' — a beacon used to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign.

'''Stop Line''' — a solid white pavement marking line extending across approach lanes to indicate the point at which a stop is intended or required to be made.
<div id="Street"></div>
'''Street''' — see Highway.

'''Supplemental Signal Face''' — a signal face that is not a primary signal face but which is provided for a given approach or separate turning movement to enhance visibility or conspicuity.

'''Symbol''' — the approved design of a pictorial representation of a specific traffic control message for signs, pavement markings, traffic control signals, or other traffic control devices, as shown in the MUTCD.

'''Temporary Traffic Control Signal''' — a traffic control signal that is installed for a limited time period.

'''Temporary Traffic Control Zone''' — an area of a highway where road user conditions are changed because of a work zone or incident by the use of temporary traffic control devices, flaggers, uniformed law enforcement officers, or other authorized personnel.

'''Theoretical Gore''' — a longitudinal point at the upstream end of a neutral area at an exit ramp or channelized turn lane where the channelizing lines that separate the ramp or channelized turn lane from the adjacent through lane(s) begin to diverge, or a longitudinal point at the downstream end of a neutral area at an entrance ramp or channelized entering lane where the channelizing lines that separate the ramp or channelized entering lane from the adjacent through lane(s) intersect each other.

'''Timed Exit Gate Operating Mode''' — a mode of operation where the exit gate descent at a grade crossing is based on a predetermined time interval.

'''Traffic''' — pedestrians, bicyclists, ridden or herded animals, vehicles, streetcars, and other conveyances either singularly or together while using for purposes of travel any highway or private road open to public travel.

'''Traffic Control Device''' — a sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, private road open to public travel, pedestrian facility, or shared-use path by authority of a public agency or official having jurisdiction, or, in the case of a private road open to public travel, by authority of the private owner or private official having jurisdiction.

'''Traffic Control Signal (Traffic Signal)''' — any highway traffic signal by which traffic is alternately directed to stop and permitted to proceed.

'''Train''' — one or more locomotives coupled, with or without cars, that operates on rails or tracks and to which all other traffic must yield the right-of-way by law at highway-rail grade crossings.

'''Transverse Markings''' — pavement markings that are generally placed perpendicular and across the flow of traffic such as shoulder markings; word, symbol, and arrow markings; stop lines; crosswalk lines; speed measurement markings; parking space markings; and others.

'''Traveled Way''' — the portion of the roadway for the movement of vehicles, exclusive of the shoulders, berms, sidewalks and parking lanes.

'''Turn Bay''' — a lane for the exclusive use of turning vehicles that is formed on the approach to the location where the turn is to be made. In most cases where turn bays are provided, drivers who desire to turn must move out of a through lane into the newly formed turn bay in order to turn. A through lane that becomes a turn lane is considered to be a dropped lane rather than a turn bay.

'''Upstream''' — a term that refers to a location that is encountered by traffic prior to a downstream location as it flows in an “upstream to downstream” direction. For example, “the upstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the line that is furthest from the intersection.

'''Urban Street''' — a type of street normally characterized by relatively low speeds, wide ranges of traffic volumes, narrower lanes, frequent intersections and driveways, significant pedestrian traffic, and more businesses and houses.

'''Vehicle''' — every device in, upon or by which any person or property can be transported or drawn upon a highway, except trains and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit equipment operating in a mixed-use alignment, to which other traffic is not required to yield the right of way by law, is a vehicle.

'''Vibrotactile Pedestrian Device''' — an accessible pedestrian signal feature that communicates, by touch, information about pedestrian timing using a vibrating surface.

'''Visibility-Limited Signal Face or Visibility-Limited Signal Section''' — a type of signal face or signal section designed (or shielded, hooded, or louvered) to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or to a certain distance from the stop line.

'''Walk Interval''' — an interval during which the WALKING PERSON (symbolizing WALK) signal indication is displayed.

'''Warning Beacon''' — a beacon used only to supplement an appropriate warning or regulatory sign or marker.

'''Warning Light''' — a portable, powered, yellow, lens-directed, enclosed light that is used in a temporary traffic control zone in either a steady burn or a flashing mode.

'''Warning Sign''' — a sign that gives notice to road users of a situation that might not be readily apparent.

'''Warrant''' — a warrant describes a threshold condition based upon average or normal conditions that, if found to be satisfied as part of an engineering study, shall result in analysis of other traffic conditions or factors to determine whether a traffic control device or other improvement is justified. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification for the installation of the device.

'''Wayside Equipment''' — the signals, switches and/or control devices for railroad or light rail transit operations housed within one or more enclosures located along the railroad or light rail transit right of way and/or on railroad or light rail transit property.

'''Wayside Horn System''' — a stationary horn (or series of horns) located at a grade crossing that is used in conjunction with train-activated or light rail transit-activated warning systems to provide audible warning of approaching rail traffic to road users on the highway or pathway approaches to a grade crossing, either as a supplement or alternative to the sounding of a locomotive horn.

'''Worker''' — a person on foot whose duties place that person within the right of way of a street, highway, or pathway, such as street, highway, or pathway construction and maintenance forces, survey crews, utility crews, responders to incidents within the street, highway, or pathway right of way, and law enforcement personnel when directing traffic, investigating crashes, and handling lane closures, obstructed roadways, and disasters within the right of way of a street, highway or pathway.

'''Wrong-Way Arrow''' — a slender, elongated, white pavement marking arrow placed upstream from the ramp terminus to indicate the correct direction of traffic flow. Wrong-way arrows are intended primarily to warn wrong-way road users that they are going in the wrong direction.

'''Yellow Change Interval''' — the first interval following the green or flashing arrow interval during which the steady yellow signal indication is displayed.

'''Yield Line''' — a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.

===900.1.14 Meanings of Acronyms and Abbreviations in the EPG 900 articles (MUTCD Section 1A.14)===

'''Standard.''' The following acronyms and abbreviations shall have the following meanings:

AADT—annual average daily traffic

AASHTO—American Association of State Highway and Transportation Officials

ADA—Americans with Disabilities Act

ADAAG—Americans with Disabilities Accessibility Guidelines

ADT—average daily traffic

AFAD—Automated Flagger Assistance Device

ANSI—American National Standards Institute

CFR—Code of Federal Regulations

CMS—changeable message sign

dBA—A-weighted decibels

EPA—Environmental Protection Agency

EV—electric vehicle

FHWA—Federal Highway Administration

FRA—Federal Railroad Administration

FTA—Federal Transit Administration

HOTM—FHWA’s Office of Transportation Management

HOTO—FHWA’s Office of Transportation Operations

HOV—high-occupancy vehicle

ILEV—inherently low emission vehicle

ISEA—International Safety Equipment Association

ITE—Institute of Transportation Engineers

ITS—intelligent transportation systems

LED—light emitting diode

LP—liquid petroleum

LRT—light rail transit

MPH or mph—miles per hour

MUTCD — ''Manual on Uniform Traffic Control Devices''

NCHRP—National Cooperative Highway Research Program

PCMS—portable changeable message sign

PRT—perception-response time

RPM—raised pavement marker

RRPM—raised retroreflective pavement marker

RV—recreational vehicle

TDD—telecommunication devices for the deaf

TRB—Transportation Research Board

TTC—temporary traffic control

U.S.—United States

U.S.C.—United States Code

USDOT—United States Department of Transportation

UVC—Uniform Vehicle Code

VPH or vph—vehicles per hour

===900.1.15 Abbreviations Used on Traffic Control Devices (MUTCD Section 1A.15)===

'''Standard.''' When the word messages shown in Table 900.1.15.1 need to be abbreviated in connection with traffic control devices, the abbreviations shown in Table 900.1.15.1 shall be used.

When the word messages shown in Table 900.1.15.2 need to be abbreviated on a portable changeable message sign, the abbreviations shown in Table 900.1.15.2 shall be used. Unless indicated by an asterisk, these abbreviations shall only be used on portable changeable message signs.

====<center>Table 900.1.15.1 Acceptable Abbreviations</center>====
{| border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"
|-
!style="background:#BEBEBE"|Word Message!!style="background:#BEBEBE"|Standard Abbreviation
|-
|Afternoon/Evening|| PM
|-
|Alternate|| ALT
|-
|AM Radio|| AM
|-
|Avenue|| AVE, AV
|-
|Bicycle|| BIKE
|-
|Boulevard ||BLVD*
|-
|Bridge|| (See Table 900.1.15.2)
|-
|CB Radio|| CB
|-
|Center (as part of a place name)|| CTR
|-
|Circle|| CIR*
|-
|Civil Defense|| CD
|-
|Compressed Natural Gas|| CNG
|-
|Court|| CT*
|-
|Crossing (other than highway-rail)|| X-ING
|-
|Drive|| DR*
|-
|East|| E
|-
|Electric Vehicle|| EV
|-
|Expressway ||EXPRWY*
|-
|Feet ||FT
|-
|FM Radio ||FM
|-
|Freeway ||FRWY, FWY*
|-
|Friday|| FRI
|-
|Hazardous Material ||HAZMAT
|-
|High Occupancy Vehicle|| HOV
|-
|Highway ||HWY*
|-
|Hospital ||HOSP
|-
|Hour(s)|| HR, HRS
|-
|Information|| INFO
|-
|Inherently Low Emission Vehicle|| ILEV
|-
|International ||INTL
|-
|Junction/Intersection|| JCT
|-
|Lane|| (See Table 900.1.15.2)
|-
|Liquid Propane Gas|| LP-GAS
|-
|Maximum|| MAX
|-
|Miles(s)|| MI
|-
|Miles Per Hour|| MPH
|-
|Minute(s)|| MIN
|-
|Monday|| MON
|-
|Morning/Late Night|| AM
|-
|Mount|| MT
|-
|Mountain ||MTN
|-
|National|| NATL
|-
|North|| N
|-
|Parkway|| PKWY*
|-
|Pedestrian|| PED
|-
|Place|| PL*
|-
|Pounds|| LBS
|-
|Road|| RD*
|-
|Saint|| ST
|-
|Saturday|| SAT
|-
|South|| S
|-
|State, county or other non-US or non-interstate numbered route|| (See Table 900.1.15.2)
|-
|Street|| ST*
|-
|Sunday|| SUN
|-
|Telephone ||PHONE
|-
|Temporary|| TEMP
|-
|Terrace|| TER*
|-
|Thursday ||THURS
|-
|Tones of Weight|| T
|-
|Trail ||TR*
|-
|Tuesday|| TUES
|-
|Turnpike|| TPK*
|-
|Two-Way Intersection|| 2-WAY
|-
|US Numbered Route|| US
|-
|Wednesday ||WED
|-
|West|| W
|-
|colspan="2"|'''*''' This abbreviation shall not be used for any application other than the name of a roadway.
|}

====<center>Table 900.1.15.2 Abbreviations That Shall be Used Only on Portable Changeable Message Signs</center>====
{| border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"
|-
!style="background:#BEBEBE"|Word Message!!style="background:#BEBEBE"|Standard Abbreviation!!style="background:#BEBEBE"|Prompt Word That Should Precede the Abbreviation !!style="background:#BEBEBE"|Prompt Word That Should Follow the Abbreviation
|-
|Access|| ACCS|| –|| Road
|-
|Ahead|| AHD|| Fog|| –
|-
|Blocked|| BLKD|| Lane|| –
|-
|Bridge|| BR*|| (Name)|| –
|-
|Cannot|| CANT|| – || –
|-
|Center|| CNTR|| –|| Lane
|-
|Chemical|| CHEM|| – ||Spill
|-
|Condition|| COND|| Traffic|| –
|-
|Congested ||CONG ||Traffic ||–
|-
|Construction|| CONST|| –|| Ahead
|-
|Crossing|| XING|| –|| –
|-
|Do Not|| DONT|| –|| –
|-
|Downtown|| DWNTN|| –|| Traffic
|-
|Eastbound|| E-BND|| –|| –
|-
|Emergency|| EMER|| –|| –
|-
|Entrance, Enter|| ENT|| –|| –
|-
|Exit|| EX|| Next|| –
|-
|Express ||EXP|| –|| Lane
|-
|Frontage|| FRNTG|| –|| Road
|-
|Hazardous ||HAZ|| –|| Driving
|-
|Highway-Rail Grade Crossing|| RR XING|| –|| –
|-
|Interstate ||I-* ||–|| (Number)
|-
|It Is ||ITS|| –|| –
|-
|Lane|| LN|| (Roadway Name)*, Right, Left, Center ||–
|-
|Left|| LFT|| –|| –
|-
|Local|| LOC|| –|| Traffic
|-
|Lower|| LWR|| –|| Level
|-
|Maintenance|| MAINT|| –|| –
|-
|Major|| MAJ|| – ||Accident
|-
|Minor|| MNR|| –|| Accident
|-
|Normal|| NORM|| –|| –
|-
|Northbound|| N-BND|| –|| –
|-
|Oversized|| OVRSZ|| – ||Load
|-
|Parking|| PKING|| –|| –
|-
|Pavement|| PVMT|| Wet|| –
|-
|Prepare ||PREP|| –|| To Stop
|-
|Quality|| QLTY|| Air|| –
|-
|Right|| RT|| Keep, Next|| –
|-
|Right ||RT|| –|| Lane
|-
|Roadwork|| RDWK|| – ||Ahead, (Distance)
|-
|Route|| RT, RTE|| Best|| –
|-
|Service|| SERV|| –|| –
|-
|Shoulder|| SHLDR|| –|| –
|-
|Slippery|| SLIP|| –|| –
|-
|Southbound|| S-BND|| –|| –
|-
|Speed|| SPD|| –|| –
|-
|State, county or other non-US or non-interstate numbered route|| (Route Abbreviation determined by highway agency)**|| –|| (Number)
|-
|Tires With Lugs ||LUGS|| –|| –
|-
|Traffic|| TRAF|| –|| –
|-
|Travelers|| TRVLRS|| –|| –
|-
|Two-Wheeled Vehicles|| CYCLES|| –|| –
|-
|Upper|| UPR|| – ||Level
|-
|Vehicle(s)|| VEH, VEHS|| –|| –
|-
|Warning|| WARN|| –|| –
|-
|Westbound ||W-BND|| –|| –
|-
|Will Not|| WONT|| –|| –
|-
|colspan="4" align="left"|'''*''' This abbreviation, when accompanied by the prompt word, may be used on traffic control devices other than portable changeable message signs.
|-
|colspan="4" align="left"|'''**''' A space and no dash shall be placed between the abbreviation and the number of the route.
|}

====<center>Table 900.1.15.3 Unacceptable Abbreviations</center>====
{| border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"
|-
!style="background:#BEBEBE"|Abbreviation!!style="background:#BEBEBE"|Intended Word!!style="background:#BEBEBE"|Common Misinterpretation
|-
|ACC||Accident||Access (Road)
|-
|CLRS||Clears||Colors
|-
|DLY||Delay||Daily
|-
|FDR||Feeder||Federal
|-
|L||Left||Lane (Merge)
|-
|LT ||Light (Traffic)||Left
|-
|PARK||Parking||Park
|-
|POLL||Pollution (Index)||Poll
|-
|RED||Reduce||Red
|-
|STAD||Stadium||Standard
|-
|WRNG||Warning||Wrong
|}

'''Guidance.''' The abbreviations for the words listed in Table 900.1.15.2 that also show a prompt word should not be used on a portable changeable message sign unless the prompt word shown in Table 900.1.15.2 either precedes or follows the abbreviation, as applicable.

'''Standard.''' The abbreviations shown in Table 900.1.15.3 shall not be used in connection with traffic control devices because of their potential to be misinterpreted by road users.

'''Guidance.''' If multiple abbreviations are permitted in Tables 900.1.15.1 or 900.1.15.2, the same abbreviation should be used throughout a single jurisdiction.

Except as otherwise provided in Tables 900.1.15.1 or 900.1.15.2 or unless necessary to avoid confusion, periods, commas, apostrophes, question marks, ampersands, and other punctuation marks or characters that are not letters or numerals should not be used in any abbreviation.

==900.2 Material Inspection for Traffic Control==

This article establishes procedures for reporting the inspection of traffic control devices typically inspected and accepted by the [http://epg.modot.mo.gov/index.php?title=Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29 resident engineer’s] staff. This encompasses lighting, signal and signing materials that do not have a corresponding [[:Category:1000 MATERIALS|Division 1000 Material Details]] specification or are not typically tested and inspected by Materials personnel.

Materials personnel inspects and accept materials specified in [[:Category:1000 MATERIALS|Division 1000]] and some aspects of materials such as poles, posts and arms. See the Contract Sampling and Testing Requirements for the specific materials on particular projects that require a separate sample record. Generally, each material with a distinct AASHTOWARE Project (AWP) Material Code should have a separate sample record of inspection and acceptance.

===900.2.1 Procedure===

The material components for traffic control, including highway lighting, traffic signals and highway signing, that are not normally field inspected by Materials, will be inspected and documented. The construction inspector shall confirm that the material components presented by the contractor for use meet the applicable specifications. Any documentation required by the specifications will be obtained from the contractor or the contractor’s agent prior to use of the material. That documentation will be filed with other project documentation as maintained by the resident engineer’s staff.

===900.2.2 Report===

Using AWP, a sample record for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901], [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 902]and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 903] materials will be created by the [http://epg.modot.mo.gov/index.php?title=Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29 resident engineer’s] staff. Three material codes have been provided to allow the creation of the required sample records to acknowledge the inspection of Traffic Control materials. The codes are 0901LHXX for highway lighting, 0902TSXX for signals and 0903HSXX for highway signing. These respective sample records, when appropriate, are to be created in lieu of the District Engineer’s Certification (DEC).

Generally, each sample record is completed according to the instructions in [http://epg.modot.mo.gov/index.php?title=106.20_Reporting#106.20.1.1_Automation_Section Automation Guide]. When the materials used for the particular Traffic Control measure come from several sources, the primary producer/supplier of the material may be selected. On the Tests Tab, the test designated as "Dist. Engr. Cert. Sig., Sign, Light" (SAA901AA) is selected and completed. The "Dist. Engr. Cert. Sig., Sign, Light" test states that “The materials and equipment listed by the contractor, including accessories and appurtenances, as required by the Specification and specifically approved by the construction inspector, were those which were incorporated into the work." Any exceptions should be listed on the Free Form Test. The Dist. Engr. Cert. Sig., Sign, Light test may be eliminated and the Free Form Test substituted if it includes, at a minimum, the statement “The materials and equipment listed by the contractor, including accessories and appurtenances, as required by Section [fill in the appropriate section for each sample record] and specifically approved by the construction inspector, were those which were incorporated into the work" [except as follows<sup>1</sup>]. [List the exceptions and the exceptions’ reasons.]

A listing of the actual items used, their source and any supporting documentation should be included in the project files.

A cathodic protection material code, 3099SPBRCA (Cathodic Protection for Bridge), is provided to allow acceptance by the procedure described above.

<sup>1</sup> Optional, depending on circumstances.

616.26 Advanced Work Zone Training

2024-12-16T18:47:57Z

Hoskir: updated missing image

[[image:AWT_Feb-2023.jpg|right|200px|link=https://modotgov.sharepoint.com/:p:/r/sites/SM/Training/Published%20Training%20Presentations/AdvancedWorkZone.pptx?d=w299d7cf2a94d4fab83dce3c2651d4ca8&csf=1&web=1&e=fvJRWP]]
{|style="padding: 0.3em; margin-right:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="left"
|-
|'''Training Course'''
|-
|[https://modotgov.sharepoint.com/:p:/r/sites/SM/Training/Published%20Training%20Presentations/AdvancedWorkZone.pptx?d=w299d7cf2a94d4fab83dce3c2651d4ca8&csf=1&web=1&e=fvJRWP Advanced Work Zone Training]
|-
|''Internal Use Only''
|}

MoDOT is committed to providing safe and efficient movement of both motorized and non-motorized traffic through or around temporary traffic control work zones and providing protection for workers and equipment located within those work zones. MoDOT focuses its resources to emphasize roadway visibility in temporary traffic control work zones and traffic flow through those work zones.

===Advanced Work Zone Training for MoDOT Maintenance===

To better educate those responsible for designing and managing temporary traffic control in work zone safety considerations, MoDOT has created this course, “Advance Work Zone Training”. The course is the third part of a curriculum pertaining to work zones. Upon completion of the course, the participants will be certified as a “[https://epg.modot.org/forms/general_files/SM/Work_Zone_Specialist_Role_and_Training_Requirements.pdf Work Zone Specialist]” (WZS). MoDOT will have a WZS involved in every aspect of the traffic control plan from preliminary to post-construction work. MoDOT employees working in the capacity of a WZS, will be re-certified every four years starting April 2016.

The WZS’ actions directly impact the mobility and safety of a work zone. The WZS is responsible for knowing applicable standards, guidelines, interpreting plans, specifications, coordinating temporary traffic control requirements, meeting the requirements of the contract or field operation guidelines and supervising traffic control personnel.

===Advanced Work Zone Training for Contractors===

Contractors are required to obtain training for their work zone specialists in the principles of proper temporary traffic control in accordance with Chapter 6 of the MUTCD and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.3.3]. Re-certification is required every four years starting April 2016.

[[Category:616 Temporary Traffic Control]]

903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)

2024-12-16T18:46:42Z

Hoskir: /* 903.2.22 Sign Inspection */ fixed link to missing images

[[image:903.1 Extent of Signing.jpg|left|350px]]

==903.2.1 Sign Function and Purpose (MUTCD Section 2A.01)==

'''Support.''' The functions of signs are to regulate, warn and guide road users. Words, symbols and arrows are used to convey the messages. Signs are not typically used to confirm rules of the road. Detailed sign requirements are available for:

:1. Regulatory signs
:2. Warning signs
:3. Guide signs for conventional roads
:4. Guide signs for freeways and expressways
:5. General information signs
:6. General service signs
:7. Specific service (LOGO) signs
:8. Tourist-oriented direction signs
:9. [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable message signs]
:10. Recreational and cultural interest area signs
:11. Emergency management signs
:12. Typical applications
:13. Sign supports.

Signing of all interstate highways is coordinated on a national basis and signing of highways other than the interstate system is coordinated on a statewide bases by MoDOT.

'''Standard.''' Because the requirements and standards for signs depend on the particular type of highway upon which they should be used, the definitions for freeway, expressway and conventional roads given in [[:Category:900 TRAFFIC CONTROL#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13 Definitions of Headings, Words and Phrases]] shall apply to all signing.

Any exceptions or requests for any sign not described in this article shall be submitted to the Highway Safety and Traffic Engineer for consideration.

==903.2.2 Definitions (MUTCD Section 2A.02)==
'''Support'''. Definitions and acronyms that are applicable to signs are in [[:Category:900 TRAFFIC CONTROL#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13 Definitions of Headings, Words and Phrases]].

==903.2.3 Standardization of Application (MUTCD Section 2A.03)==

'''Support.''' Urban traffic conditions differ from rural conditions and in many instances signs are applied and located differently. Where pertinent and practical, this article sets forth separate recommendations for urban and rural conditions.

'''Guidance.''' Signs should be used only where justified by engineering judgment or studies. Results from traffic engineering studies of physical and traffic factors should indicate the locations where signs are deemed necessary or desirable.

Roadway geometric design and sign application should be coordinated so that signing can be effectively placed to give the road user any necessary regulatory, warning, guidance, and other information.

'''Standard.''' Each standard sign shall be displayed only for the specific purpose as prescribed in this article. Determination of the particular signs to be applied to a specific condition shall be made according to the provisions set forth in this article. Before any new highway, detour or temporary route is opened to public travel, all necessary signs shall be in place. Signs required by road conditions or restrictions shall be removed when those conditions cease to exist or the restrictions are withdrawn.

==903.2.4 Excessive Use of Signs (MUTCD Section 2A.04)==

'''Guidance.''' Regulatory and warning signs should be used conservatively because these signs, if used to excess, tend to lose their effectiveness. If used, route signs and directional guide signs should be used frequently because their use promotes efficient operations by informing travelers of their location.

==903.2.5 Classification of Signs (MUTCD Section 2A.05)==
'''Standard.''' Signs shall be defined by their function as follows:

A. Regulatory signs give notice of traffic laws or regulations.

B. Warning signs give notice of a situation that might not be readily apparent.

C. Guide signs show route designations, destinations, directions, distances, services, points of interest and other geographical, recreational, or cultural information.

The order classification of signs shall be defined as follows (refer to Fig 903.2.5):

'''1. First Order Signing.''' Signs that are installed in advance of the closest intersection or interchange where motorists turn off of the state highway system to arrive at the desired traffic generator or site. First order signing will always be on state right of way.

'''2. Second Order Signing.''' Signs that are installed in advance of the intersection or interchange where motorists turn to access the highway where the first order signing is provided. Second order signing will always be on state right of way and shall
require the use of first order signing on state right of way.

'''3. Third Order Signing.''' Signs that are installed in advance of the intersection or interchange where motorists turn to access the highway where the second order signing is provided. Third order signing will always be on state right of way and shall require the use of first order and second order signing on state right of way.
[[image:Figure 903.1.12.2.gif|center|frame|thumb|<center>'''Figure 903.2.5 Sign Order Classification'''</center>]]
'''Support.''' In general, as the “order” of signing increases, the functional classification of road stays the same or increases. For example, if first order signing is on a four-lane U.S. route, second order signing should be on another U.S. route, expressway or a freeway. In this example case, second order signing should not be placed on a two-lane lettered route.

==903.2.6 Sign Design (MUTCD Section 2A.06)==

'''Support.''' EPG 903 shows many typical standard signs approved for use on streets, highways, bikeways and pedestrian crossings.

In the specifications for individual signs, the general appearance of the legend, color and size are shown in the accompanying tables and illustrations, and are not always detailed in the text.

Detailed drawings of all highway signs and alphabets are provided by Central Office Highways Safety and Traffic Division.

A highway sign must be legible to those for whom it is intended and be understandable from a distance to permit a proper response. It is desirable for it to be highly visible by day and night and highly legible (e.g., adequately sized letters, symbols or arrows and a short legend for quick comprehension by a road user approaching a sign). Standardized colors and shapes are specified so that the several classes of traffic signs can be promptly recognized. Simplicity and uniformity in design, position, and application are important.

'''Standard.''' The term legend shall include all word messages and symbol and arrow designs that are intended to convey specific meanings.

Uniformity in design includes shape, color, dimensions, legends, borders and illumination or retroreflectivity.

Standardization of these designs does not preclude further improvement by minor changes in the proportion or orientation of symbols, width of borders, or layout of word messages, but all shapes and colors shall be as indicated.

All symbols shall be unmistakably similar to, or mirror images of, the adopted symbol signs, all of which are shown in EPG 903. Symbols and colors shall not be modified unless otherwise provided in the EPG. All symbols and colors for signs not shown in the EPG and SMS Sign Catalog shall follow the procedures for experimentation and change described in EPG 903.

'''Option.''' Although the standard design of symbol signs cannot be modified, the orientation of the symbol may be changed to better reflect the direction of travel, if appropriate.

'''Standard. '''Where a standard word message is applicable, the wording shall be as provided in this article.

In situations where word messages are required other than those provided in this article, the signs shall be of the same shape and color as standard signs of the same functional type.

'''Option.''' MoDOT, with the approval of Central Office Highway Safety and Traffic Division, may develop special word message signs in situations where roadway conditions make it necessary to provide road users with additional regulatory, warning or guidance information, such as when road users need to be notified of special regulations or warned about a situation that might not be readily apparent. Unlike colors that have not been assigned or symbols that have not been approved for signs, new word message signs may be used without the need for experimentation.

'''Standard.''' Expect as provided in this article and except for the Carpool Information sign, internet addresses and e-mail addresses, including domain names and uniform resource locators (URL), shall not be displayed on any sign, supplemental plaque, sign panel (including logo sign panels on Specific Service signs) or changeable message sign.

'''Guidance.''' Unless otherwise provided in this article for a specific sign or as provided in the Option below, telephone numbers with more than four characters should not be displayed on any sign, supplemental plaque, sign panel (including logo sign panels on Specific Service signs) or changeable message sign.

'''Option.''' Internet addresses, email addresses or telephone numbers with more than four characters may be displayed on signs, supplemental plaques, sign panels, and changeable message signs that are intended for viewing only by pedestrians, bicyclists, occupants of parked vehicles, or drivers of vehicles on low-speed roadways where engineering judgment indicates that an area is available for drivers to stop out of the traffic flow to read the message.

'''Standard.''' Pictographs shall not be displayed on signs except as specifically provided in this article. Pictographs shall be simple, dignified and devoid of any advertising. When used to represent a political jurisdiction (such as a county or municipal corporation) the pictograph shall be the official designation adopted by the jurisdiction. When used to represent a college or university, the pictograph shall be the official seal adopted by the institution. Pictorial representations of university or college programs shall not be permitted to be displayed on a sign

==903.2.7 Types of Fabricated Signs==

'''Support.''' There are two types of sign material available, structural (ST) and sheet (SH).

Sheet signs are sheet aluminum, usually one-piece units, and have several available thicknesses as indicated in the standard plans.

Structural signs are usually made of multiple extruded panels. These signs are used primarily for guide signs on expressways and freeways, but may be found on other routes on a limited basis, and are used on all overhead-mounted signs, including “LOW CLEARANCE” and exit number panels, signs greater than 6 ft. wide, and signs greater than 30 sq. ft. in area.

Extruded panels are composed of a 1 ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “blank” substrate needed for structural signs.

==903.2.8 Sign ID Labels==
'''History. ''' The display of the MoDOT ID label on the front of the sign was standard practice on all signs produced by the MoDOT Sign Production Center (SPC) up to its closing mid-2012 when MoDOT first began outsourcing the production of signs for maintenance operations. MoDOT’s sign fabrication vendors were also required to apply the traditional MoDOT ID on the front of the sign identifying it as Commission Property and listing the penalty for tampering and/or theft. The requirement to add the MoDOT ID label to signs fabricated and installed for construction projects was added to the standard plans in July of 2018.

Beginning mid-2012 with the first sign outsourcing contract, MoDOT’s sign fabrication vendors were also required to add a manufacture ID label on the back of every sign to indicate who fabricated the sign and the date the sign was produced for warranty issues. The warranty of a sign begins the day it was fabricated, not the day it is installed as sign sheeting has a limited life span (10-15 years) so this date is critical to address warranty issues. The manufacturing date can also be used by the department to help manage inventory and assure the oldest sign on the shelf are used first. July 2018 the requirement to add the manufacture ID was added to the standard plans so all signs manufactured and installed on construction projects would include this ID label as well.

Digital printing has been an option with our sign outsourcing contract since 2012. Digital printing is not currently part of our standard plans for contract/warranty issues, it was added to the sign outsourcing contract as a controlled way for the department to gain experience with the technology before adopting it as fabrication technology in our standards. With the renewal of the outsourcing contract in 2018, an additional ID label was added as a requirement for our vendor to make the identification of digitally printed signs easier. A black diamond is required to be applied to the back side of any sign the vendor chooses to fabricate using digital printing technology. While there are ways to identify digitally printed signs, the clues are very subtle, and you must be up close to the sign face to see them. The black diamond on the back side of the sign allows the department to quickly identify these signs from a distance.

The design and location of the vendor ID/fabrication date label and the MoDOT ID label can be found in Standard Plans 903 and the detail for the digital print ID label are found in the sign outsourcing contract.

'''Standard.''' Every MoDOT sign, regardless of the type or style, shall have two Identification Labels on the sign. This applies to signs manufactured for maintenance operations as well as those manufactured for construction installations. The first label is the MoDOT ID label placed on the front of the sign which identifies the sign as belonging to MoDOT and defining the penalty for tampering with the sign. The second label is the Vendor ID label placed on the back of the sign and identifies who fabricated the sign, their contact information and the date the sign was manufactured.

'''Support.''' The MoDOT ID label on the front of the sign is used to identify the sign as belonging to MoDOT. MoDOT does not sell or give away its signs, only disposing old signs as scrap (see [[#903.2.21.1 Sign Disposal|EPG 903.2.21.1 Sign Disposal]]). If a person is found in possession of a sign(s) with the MoDOT ID label the sign is considered stolen and the label is utilized by law enforcement to take the necessary actions.

The Vendor ID label placed on the back of the sign is used to identify who manufactured the sign and when it was fabricated. This information is used if there is a warranty issue identified with the sign. The warranty for sign sheeting is based on the fabrication date. The fabrication date also permits MoDOT warehouse managers to identify and utilize the oldest stock signs first to assure stock is rotated.

Identification Label design and placement details are shown in Standard Plan 903.02, see Figure 903.2.8 for ID label general appearance.
[[image:903.2.7.1.jpg|center|700px]]
<center>'''Figure 903.2.8, MoDOT ID and Vendor ID Labels for Signs'''</center>

==903.2.9 Retroreflectivity and Illumination (MUTCD Section 2A.07)==

'''Support.''' There are many materials currently available for retroreflection (see Fig. 903.2.9.1 and Fig. 903.2.9.2) and various methods currently available for the illumination of signs. New materials and methods continue to emerge. New materials and methods can be evaluated as long as the signs meet the standard requirements for color, both by day and by night.
[[image:903.2.9.1 2020.jpg|center|825px|thumb|'''<center>Fig. 903.2.9.1'''</center>
<center>FHWA Publication Number: FHWA-SA-14-022. You may download and print the electronic version of this document, available at https://safety.fhwa.dot.gov/roadway_dept/night_visib/.</center>''']]

[[image:903.2.9.2 2020.jpg|center|695px|thumb|'''<center>Fig. 903.2.9.2'''</center>]]

There are two types of reflective sheeting available to MoDOT:

:1) MoDOT Type III High Intensity Prismatic (R2)
:2) MoDOT Type VII Prismatic (R4).

For special sign designs, the type of reflective sheeting is noted on the special sign detail sheet (indicated as “BACKGROUND”).

'''Standard.''' Regulatory, warning, guide signs and object markers shall be retroreflective or illuminated to show the same shape and similar color by both day and night, unless otherwise provided in this article for a particular sign or group of signs.

The requirements for sign illumination shall not be considered to be satisfied by street or highway lighting.

'''Guidance.''' Generally, R2 sheeting should be used on all sign backgrounds. R3 sheeting should be used on all legend and symbols on guide signs.

Overhead sign installations should not be illuminated unless an engineering study shows a need for illumination, e.g. fog prone areas.

'''Option.''' Light-emitting diode (LED) units may be used individually within the legend or symbol of a standard highway sign and in the border of a standard highway sign, except for Changeable Message Signs, to improve the conspicuity, increase the legibility of sign legends and borders or provide a changeable message.

'''Standard.''' Except for STOP signs, YIELD signs, STOP/SLOW paddles or STOP/STOP paddles, neither individual LEDs nor groups of LEDs shall be placed within the background area of a sign.

If used, the LEDs shall have a maximum diameter of 0.25 in. and shall be the following colors based on the type of sign:

:1) White or red, if used with STOP or YIELD signs.
:2) White, if used with regulatory signs other than STOP or YIELD signs.
:3) White or yellow, if used with warning signs.
:4) White, if used with guide signs.
:5) White, yellow, or orange, if used with temporary traffic control signs.
:6) White or yellow, if used with school area signs.

If flashed, all LED units shall flash simultaneously at a rate of more than 50 and less than 60 times per minute.

The uniformity of the sign design shall be maintained without any decrease in visibility, legibility or driver comprehension during either daytime or nighttime conditions.

'''Option.''' For STOP and YIELD signs, LEDs may be placed within the border or within one border width within the background of the sign.

For STOP/SLOW paddles used by flaggers and the STOP paddles used by adult crossing guards, individual LEDs or groups of LEDs may be used.

'''Support.''' Other methods of enhancing the conspicuity of standard signs are described in [[#903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)|EPG 903.2.17]].

Information regarding the use of retroreflective material on the sign support is contained in [[#903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)|EPG 903.2.17 Enhanced Conspicuity for Standard Signs]].

==903.2.10 Maintaining Minimum Retroreflectivity (MUTCD Section 2A.08)==
'''Support.''' Retroreflectivity is one of several factors associated with maintaining nighttime sign visibility.

'''Standard.''' Public agencies or officials having jurisdiction shall use an assessment or management method that is designed to maintain sign retroreflectivity at or above the minimum levels in Table 903.2.10.

<center>
===''Table 903.2.10 Minimum Maintained Retroreflectivity Levels''<sup>1</sup>===
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE" rowspan="3"|Sign Color!! style="background:#BEBEBE" colspan="4"|Sheeting Type (ASTM D4956-04) !! style="background:#BEBEBE" rowspan="3"|Additional Criteria
|-
!colspan="3" style="background:#BEBEBE" |Beaded Sheeting !! style="background:#BEBEBE"|Prismatic Sheeting
|-
! style="background:#BEBEBE"|I!!style="background:#BEBEBE"|II!!style="background:#BEBEBE"|III!! style="background:#BEBEBE"|III, IV, VI, VII, VIII, IX, X
|-
|rowspan="2" align="center"|White on Green||align="center"|W*; G ≥ 7||align="center"|W*; G ≥ 15||align="center"|W*; G ≥ 25||align="center"|W ≥ 250; G ≥ 25||align="center"|Overhead
|-
|align="center"|W*; G ≥ 7||colspan="3" align="center"|W ≥ 120; G ≥ 15||align="center"| Post-mounted
|-
|rowspan="2" align="center"|Black on Yellow or Black on Orange||align="center"|Y*; O*||colspan="3" align="center"|Y ≥ 50; O ≥ 50||align="center"|<sup>'''2'''</sup>
|-
|align="center"|Y*; O*||colspan="3" align="center"|Y ≥ 75; O ≥ 75||align="center"|<sup>'''3'''</sup>
|-
|align="center"|White on Red||colspan="4" align="center"|W ≥ 35; R ≥ 7||align="center"|<sup>'''4'''</sup>
|-
|align="center"|Black on White||colspan="4" align="center"| W ≥ 50||align="center"| -
|-
|colspan="6" align="left"|<sup>'''1'''</sup> The minimum maintained retroreflectivity levels shown in this table are in units of cd/lx/m<sup>2</sup> measured at an observation angle of 0.2° and an entrance angle of -4.0°.
|-
|colspan="6" align="left"|<sup>'''2'''</sup> For text and fine symbol signs measuring at least 48 in. and for all sizes of bold symbol signs
|-
|colspan="6" align="left"|<sup>'''3'''</sup> For text and fine symbol signs measuring less than 48 in.
|-
|colspan="6" align="left"|<sup>'''4'''</sup> Minimum sign contrast ratio ≥ 3:1 (white retroreflectivity ÷ red retroreflectivity)
|-
|colspan="6" align="left"|<sup>'''*'''</sup> This sheeting type shall not be used for this color for this application.
|-
!style="background:#BEBEBE" colspan="6"|Bold Symbol Signs
|-
|colspan="2"|W1-1, 2 - Turn and Curve||colspan="2"|W2-7, 8 - Double Side Roads||colspan="2"|W11-2 - Pedestrian Crossing
|-
|colspan="2"|W1-3, 4 - Reverse Turn and Curve||colspan="2"|W3-1 - Stop Ahead||colspan="2"|W11-3, 4, 16-22 - Large Animals
|-
|colspan="2"|W1-5 - Winding Road ||colspan="2"|W3-2 - Yield Ahead||colspan="2"|W11-5 - Farm Equipment
|-
|colspan="2"|W1-6, 7 - Large Arrow||colspan="2"|W3-3 - Signal Ahead||colspan="2"|W11-6 - Snowmobile Crossing
|-
|colspan="2"|W1-8 - Chevron||colspan="2"|W4-1 - Merge||colspan="2"|W11-7 - Equestrian Crossing
|-
|colspan="2"|W1-10 - Intersection in Curve||colspan="2"|W4-2 - Lane Ends||colspan="2"|W11-8 - Fire Station
|-
|colspan="2"|W1-11 - Hairpin Curve||colspan="2"|W4-3 - Added Lane||colspan="2"|W11-10 - Truck Crossing
|-
|colspan="2"|W1-15 - 270 Degree Loop||colspan="2"|W4-5 - Entering Roadway Merge||colspan="2"|W12-1 - Double Arrow
|-
|colspan="2"|W2-1 - Cross Road||colspan="2"|W4-6 - Entering Roadway Added Lane||colspan="2"|W16-5P, 6P, 7P - Pointing Arrow Plaques
|-
|colspan="2"|W2-2, 3 - Side Road||colspan="2"|W6-1, 2 - Divided Highway Begins and Ends ||colspan="2"|W20-7 - Flagger
|-
|colspan="2"|W2-4, 5 - T and Y Intersection||colspan="2"|W6-3 - Two-Way Traffic||colspan="2"|W21-1 - Worker
|-
|colspan="2"|W2-6 - Circular Intersection||colspan="2"|W10-1, 2, 3, 4, 11, 12 - Grade Crossing Advance Warning|| colspan="2" align="center"| -
|-
!style="background:#BEBEBE" colspan="6"|Fine Symbol Signs (symbol signs not listed as bold symbol signs)
|-
!style="background:#BEBEBE" colspan="6"|Special Cases
|-
|colspan="6"|W3-1 - Stop Ahead: Red retroreflectivity ≥ 7
|-
|colspan="6"|W3-2 - Yield Ahead: Red retroreflectivity ≥ 7; White retroreflectivity ≥ 35
|-
|colspan="6"|W3-3 - Signal Ahead: Red retroreflectivity ≥ 7; Green retroreflectivity ≥ 7
|-
|colspan="6"|W3-5 - Speed Reduction: White retroreflectivity ≥ 50
|-
|colspan="6"|For non-diamond shaped signs, such as W14-3 (No Passing Zone), W4-4P (Cross Traffic Does Not Stop), or W13-1P, 2, 3, 6, 7 (Speed Advisory Plaques), use the largest sign dimension to determine the proper minimum retroreflectivity level.
|}
</center>
'''Support.''' Compliance with this provision is achieved by having a method in place and using the method to maintain the minimum levels established in Table 903.2.10. Provided that an assessment or management method is being used, an agency or official having jurisdiction would be in compliance with this provision even if there are some individual signs that do not meet the minimum retroreflectivity levels at a particular point in time.

'''Guidance.''' Except for those signs specifically identified in this provision, the following assessment or management methods should be used to maintain sign retroreflectivity:

:Visual Nighttime Inspection – The retroreflectivity of an existing sign is assessed by a trained sign inspector conducting a visual inspection from a moving vehicle during nighttime conditions. Signs that are visually identified by the inspector to have retroreflectivity below the minimum levels should be replaced.

'''Support.''' Additional information about this method is contained in EPG 903.

==903.2.11 Shapes (MUTCD Section 2A.09)==

'''Standard.''' Specific shapes, as shown in Table 903.2.11, shall be exclusively used for specific signs or series of signs unless otherwise provided for a particular sign or class of signs.

====<center>''Table 903.2.11 Use of Sign Shapes''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Shape !! style="background:#BEBEBE"|Signs
|-
| Octagon|| Stop*
|-
|Equilateral Triangle (1 point down)|| Yield*
|-
|Circle|| Grade Crossing Advance Warning*
|-
|Pennant Shape/Isosceles Triangle (longer axis horizontal)||No Passing*
|-
|Pentagon (Pointed up)||School Advance Warning Sign (squared bottom corners)*
|-
|Crossbuck (two rectangles in an "x" configuration)|| Grade Crossing*
|-
|Diamond|| Warning Series
|-
|Rectangle (including square)||Regulatory Series
Guide Series**

Warning Series
|-
|Trapezoid||No longer used by MoDOT
|-
|colspan="2"|* This sign shall be exclusively the shape shown.
|-
|colspan="2"|**Guide series includes general service, specific service, tourist-oriented directional, general information, recreation and cultural interest area, and emergency management signs.
|}

==903.2.12 Sign Colors (MUTCD Section 2A.10)==
[[image:903.1.18.jpg|right|400px]]

'''Standard.''' The colors to be used on standard signs and their specific use on these signs shall be as provided in this article. The color coordinates and values shall be as described in Tables 903.2.12.1 and 903.2.12.2 and in 23 CFR, Part 655, Subpart F, Appendix.

'''Support.''' As a quick reference, common uses of sign colors are shown in Tables 903.2.12.1 and 903.2.12.2. Color schemes on specific signs are shown in the illustrations located in each appropriate section.

Whenever white is specified in the EPG and in the standard plans as a color, it is understood to include [http://www.trafficsign.us/reflidguide.pdf silver-colored retroreflective] coatings or elements that reflect white light. The colors coral and light blue are being reserved for uses that will be determined in the future by the FHWA. Information regarding color coding of destinations on guide signs, including community wayfinding signs, is contained in [https://epg.modot.org/index.php?title=903.7_Conventional_Road_Guide_Signs#903.7.3_Color.2C_Retroreflection,_and_Illumination_.28MUTCD_Section_2D.03.29 EPG 903.7.3 Color, Retroreflection, and Illumination].

'''Option.''' The approved fluorescent version of the standard red, yellow, green or orange color may be used as an alternative to the corresponding standard color.

====<center>''Table 903.2.12.1 Common Uses of Sign Legend Colors''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan ="2"|Type of Sign
!style="background:#BEBEBE" colspan="8"|Legend
|-
!style="background:#BEBEBE" |Black!! style="background:#BEBEBE"|Green!!style="background:#BEBEBE"|Red !!style="background:#BEBEBE"|White!!style="background:#BEBEBE"|Yellow !!style="background:#BEBEBE"|Orange!!style="background:#BEBEBE" width="65"|Fluorescent Yellow-Green!!style="background:#BEBEBE" width="65"|Fluorescent Pink
|-
|align="left"|Regulatory||X||-||X||X||-||-||-||-
|-
|Prohibitive||-||-||X||X||-||-||-||-
|-
|Permissive||-||X||-||-||-||-||-||-
|-
|align="left"|Warning||X||-||-||-||-||-||-||-
|-
|Pedestrian||X||-||-||-||-||-||-||-
|-
|Bicycle||X||-||-||-||-||-||-||-
|-
|align="left"|Guide||-||-||-||X||-||-||-||-
|-
|Interstate Route||-||-||-||X||-||-||-||-
|-
|State Route||X||-||-||-||-||-||-||-
|-
|US Route||X||-||-||-||-||-||-||-
|-
|County Route||-||-||-||-||X||-||-||-
|-
|Forest Route||-||-||-||X||-||-||-||-
|-
|Street Name||-||-||-||X||-||-||-||-
|-
|Destination||-||-||-||X||-||-||-||-
|-
|Reference Location||-||-||-||X||-||-||-||-
|-
|align="left"|Information||-||-||-||X||-||-||-||-
|-
|Evacuation Route||-||-||-||X||-||-||-||-
|-
|Road User Service||-||-||-||X||-||-||-||-
|-
|Recreational||-||-||-||X||-||-||-||-
|-
|align="left"|Temporary Traffic Control<sup>'''1'''</sup>||X||-||-||-||-||-||-||-
|-
|align="left"|Incident Management||X||-||-||-||-||-||-||-
|-
|align="left"|School||X||-||-||-||-||-||-||-
|-
|align="left"|ETC - Account Only||X||-||-||-||-||-||-||-
|-
|align="left"|Changeable Message Signs<sup>'''1'''</sup>||-||-||-||X||X||-||-||-
|-
|Regulatory|| - || - ||X<sup>'''2'''</sup>||X||- ||- ||- ||-
|-
|Warning|| - ||- ||- || - || X || - || - || -
|-
|Temporary Traffic Control|| - ||- ||- || - || X || X || - || -
|-
|Guide|| - ||- ||- || X || - || - || - || -
|-
|Motorist Services|| - ||- ||- || X || - || - || - || -
|-
|Incident Management|| - ||- ||- || - || X || - || - || X
|-
|School, Pedestrian, Bicycle|| - ||- ||- || - || X || - || X || -
|-
|colspan="9" align="left"|<sup>'''1'''</sup> Exceptions to fluorescent orange is detailed in the standard plans.
|-
|colspan="9" align="left"|<sup>'''2'''</sup> Red is used only for the circle and slash or other red elements of a similar static regulatory sign.
|}

====<center>''Table 903.2.12.2 Common Uses of Sign Background Colors''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
! style="background:#BEBEBE" rowspan ="2"|Type of Sign
!style="background:#BEBEBE" colspan="11"|Background
|-
!style="background:#BEBEBE"|Black!!style="background:#BEBEBE"|Blue!!style="background:#BEBEBE"|Brown!! style="background:#BEBEBE"|Green!!style="background:#BEBEBE" width=60|Fluorescent Orange!!style="background:#BEBEBE"|Red !!style="background:#BEBEBE"|White!!style="background:#BEBEBE"|Purple!!style="background:#BEBEBE" width=60|Flourescent Yellow!!style="background:#BEBEBE" width=60|Flourescent Yellow-Green!!style="background:#BEBEBE" width=60|Flourescent Pink
|-
|align="left"|Regulatory||X||-||-||-||-||X||X||-||-||-||-
|-
|Prohibitive||-||-||-||-||-||X||X||-||-||-||-
|-
|Permissive||-||-||-||-||-||-||X||-||-||-||-
|-
|align="left"|Warning||-||-||-||-||-||-||-||-||X||-||-
|-
|Pedestrian||-||-||-||-||-||-||-||-||X|| - ||-
|-
|Bicycle||-||-||-||-||-||-||-||-||X|| - ||-
|-
|align="left"|Guide||-||-||-||X||-||-||-||-||-||-||-
|-
|Interstate Route||-||X||-||-||-||X||-||-||-||-||-
|-
|State Route||-||-||-||-||-||-||X||-||-||-||-
|-
|US Route||-||-||-||-||-||-||X||-||-||-||-
|-
|County Route||-||X||-||-||-||-||-||-||-||-||-
|-
|Forest Route||-||-||X||-||-||-||-||-||-||-||-
|-
|Street Name||-||-||-||X||-||-||-||-||-||-||-
|-
|Destination||-||-||-||X||-||-||-||-||-||-||-
|-
|Reference Location||-||-||-||X||-||-||-||-||-||-||-
|-
|align="left"|Information||-||X||-||X||-||-||-||-||-||-||-
|-
|Evacuation Route||-||X||-||-||-||-||-||-||-||-||-
|-
|Road User Service||-||X||-||-||-||-||-||-||-||-||-
|-
|Recreational||-||-||X||X||-||-||-||-||-||-||-
|-
|align="left"|Temporary Traffic Control<sup>'''1'''</sup>||-||-||-||-||X||-||-||-||-||-||-
|-
|align="left"|Incident Management||-||-||-||-||X||-||-||-||-||-||X
|-
|align="left"|School||-||-||-||-||-||-||-||-||-|-||X||-
|-
|align="left"|ETC-Account Only||-||-||-||-||-||-||-||X<sup>'''3'''</sup>||-||-||-
|-
|align="left"|Changeable Message Signs<sup>'''1'''</sup>||-||-||-||-||-||-||-||-||-||-||-
|-
|Regulatory|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|Warning|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|Temporary Traffic Control|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|Guide|| X || - ||-||X<sup>'''2'''</sup>||- ||- ||- ||-||-||-||-
|-
|Motorist Services|| X || X<sup>'''2'''</sup> ||-||-||- ||- ||- ||-||-||-||-
|-
|Incident Management|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|School, Pedestrian, Bicycle|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|colspan="12" align="left"|<sup>'''1'''</sup> Exceptions to fluorescent orange is detailed in the standard plans.
|-
|colspan="12" align="left"|<sup>'''2'''</sup> These alternative background colors would be provided by blue or green lighted pixels such that the entire CMS would be lighted, not just the legend.
|-
|colspan="12" align="left"|<sup>'''3'''</sup> The use of the color purple on signs is restricted.
|}

==903.2.13 Dimensions (MUTCD Section 2A.11)==

'''Support.''' The ''MUTCD Standard Highway Signs and Markings'' book prescribes design details for up to five different sizes depending on the type of traffic facility, including bikeways. MoDOT has predetermined the sizes for all highway signs; refer to the appropriate EPG article. Smaller sizes are designed to be used on bikeways and some other off-road applications. Larger sizes are designed for use on freeways and expressways and can also be used to enhance road user safety and convenience on other facilities, especially on multi-lane divided highways and on undivided highways having five or more lanes of traffic and/or high speeds. The intermediate sizes are designed to be used on other highway types.

'''Standard.''' The sign dimensions prescribed in the sign size table in various EPG articles shall be used unless engineering judgment determines that other sizes are appropriate. Where engineering judgment determines that sizes smaller than the prescribed dimensions are appropriate for use, the sign dimensions shall not be less than the minimum dimensions specified in this article. Where engineering judgment determines that sizes that are different than the prescribed dimensions are appropriate for use, standard shapes and colors shall be used and standard proportions shall be retained as much as practical.

'''Guidance.''' Increases above the prescribed sizes should be used where greater legibility or emphasis is needed. If signs larger than the prescribed sizes are used, the overall sign dimensions should be increased in 12-inch increments.

When supplemental plaques are installed with larger sized signs, a corresponding increase in the size of the plaque and its legend should also be made. The resulting plaque size should be approximately in the same relative proportion to the larger sized sign as the conventional sized plaque is to the conventional sized sign.

==903.2.14 Symbols (MUTCD Section 2A.12)==

'''Standard.''' Symbol designs shall in all cases be unmistakably similar to those shown in the EPG and the ''MUTCD Standard Highway Signs and Markings'' book.

'''Support.''' New symbol designs are adopted by the Federal Highway Administration based on research evaluations to determine road user comprehension, sign conspicuity, and sign legibility.

Sometimes a change from word messages to symbols requires significant time for public education and transition. Therefore, this article sometimes includes the practice of using educational plaques to accompany new symbol signs.

'''Guidance.''' An educational plaque should accompany new warning or regulatory symbol signs not readily recognizable by the public.

'''Option.''' State and/or local highway agencies may conduct research studies to determine road user comprehension, sign conspicuity, and sign legibility.

Educational plaques may be left in place as long as they are in serviceable condition.

'''Guidance.''' Although most standard symbols are oriented facing left, mirror images of these symbols should be used where the reverse orientation might better convey to road users a direction of movement.

'''Standard.''' A symbol used for a given category of signs (regulatory, warning or guide) shall not be used for a different category of signs, except as specifically authorized in this article.

Except as provided in this article, a recreational and cultural interest area symbol shall not be used on streets or highways outside of recreational and cultural interest areas.

A recreational and cultural interest area guide sign symbol shall not be used on any regulatory or warning sign on any street, road or highway.

'''Option.''' A recreational and cultural interest area guide sign symbol may be used on a highway guide sign outside a recreational and cultural interest area to supplement a comparable word message for which there is no approved symbol for that message.

==903.2.15 Word Messages (MUTCD Section 2A.13)==

'''Standard.''' Except as provided in [[#903.2.6 Sign Design (MUTCD Section 2A.06)|EPG 903.2.6 Sign Design]], all word messages shall use standard wording and letters as shown in this article, the EPG and the MUTCD ''Standard Highway Signs and Markings'' book. Any non-standard or variable sign shall be detailed by Central Office Highway Safety and Traffic Division.

'''Guidance.''' Word messages should be as brief as possible and the lettering is to be large enough to provide the necessary legibility distance. A minimum specific ratio of 1 in. of letter height per 30 ft. of legibility distance should be used.

Abbreviations (refer to [[:Category:900 TRAFFIC CONTROL|EPG 900 Traffic Control]]) should be kept to a minimum.

Word messages should not contain periods, apostrophes, question marks, ampersands or other punctuation or characters that are not letters, numerals or hyphens unless necessary to avoid confusion.

The solidus (slanted line or forward slash) is intended to be used for fractions only and should not be used to separate words on the same line of legend. Instead, a hyphen should be used for this purpose.

'''Standard.''' Fractions shall be displayed with the numerator and denominator diagonally arranged about the solidus (slanted line or forward slash). The overall height of the fraction is measured from the top of the numerator to the bottom of the denominator, each of which is vertically aligned with the upper and lower ends of the solidus. The overall height of the fraction shall be determined by the height of the numerals within the fraction, and shall be 1.5 times the height of an individual numeral within the fraction.

'''Support.''' The MUTCD ''Standard Highway Signs and Markings'' book contains details regarding the layouts of fractions on signs.

'''Guidance.''' When initials are used to represent an abbreviation for separate words (such as “U S” for United States route), the initials should be separated by a space of between ½ and ¾ of the letter height of the initials. When an Interstate route is displayed in text form instead of using the route shield, a hyphen should be used for clarity, such as “I-70”.

'''Standard.''' All sign lettering shall be in upper-case letters as established in the EPG and the MUTCD ''Standard Highway Signs and Markings'' book unless otherwise provided in this article for a particular sign or type of message.

The sign lettering for names of places, streets and highways shall be composed of a combination of lower-case letters with initial upper-case letters.

'''Support.''' Letter height is expressed in terms of the height of an upper-case letter. For mixed-case legends (those composed of an initial upper-case letter followed by lower-case letters), the height of the lower-case letters is derived from the specified height of the initial upper-case letter based on prescribed ratio. Letter heights for mixed-case legends might be expressed in terms of both the upper- and lower-case letters, or in terms of the initial upper-case letter alone. When the height of a lower-case letter is specified or determined from the prescribed ratio, the reference is to the nominal loop height of the letter. The term loop height refers to the portion of a lower-case letter that excludes any ascending or descending stems or tails of the letter, such as with the letters “d” or “q”. The nominal loop height is equal to the actual height of a non-rounded lower-case letter whose form does not include ascending or descending stems or tails, such as the letter “x.” The rounded portions of a lower-case letter extend slightly above and below the baselines projected from the top and bottom of such a non-rounded letter so that the appearance of a uniform letter height within a word is achieved. The actual loop height of a rounded lower-case letter is slightly greater than the nominal loop height and this additional height is excluded from the expression of the lower-case letter height.

'''Standard.''' When a mixed-case legend is used, the height of the lower-case letters shall be ¾ of the height of the initial upper-case letter.

The unique letter forms for each of the Standard Alphabet series shall not be stretched, compressed, warped or otherwise manipulated.

'''Support.''' [[903.7 Conventional Road Guide Signs#903.7.4 Size of Signs (MUTCD Section 2D.04)|EPG 903.7.4 Size of Signs]] contains information regarding the acceptable methods of modifying the length of a word for a given letter height and series.

==903.2.16 Sign Borders (MUTCD Section 2A.14)==
'''Standard.''' Unless otherwise provided, each sign illustrated in the EPG shall have a border of the same color as the legend, at or just inside the edge.

The corners of all sign borders shall be rounded, except for STOP signs.

'''Guidance.''' A dark border on a light background should be set in from the edge, while a light border on a dark background should extend to the edge of the sign.

==903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)==
[[image:903.2.25.1 2015.jpg|right|575px|thumb|<center>'''Fig. 903.2.17.1 Examples of Enhanced Conspicuity for Signs '''</center>]]

'''Option.''' Based upon engineering judgment, where the improvement of the conspicuity of a standard regulatory, warning, or guide sign is desired, any of the following methods may be used, as appropriate, to enhance the sign’s conspicuity (see Fig. 903.2.17.1):

A. Increasing the size of a standard regulatory, warning, or guide sign.

B. Doubling-up of a standard regulatory, warning, or guide sign by adding a second identical sign on the left-hand side of the roadway.

C. Adding one or more red flags (cloth or retroreflective sheeting) above a standard regulatory or warning sign, with the flags oriented so as to be at 45 degrees to the vertical.

D. Adding a solid fluorescent yellow rectangular plaque above a standard regulatory sign, with the width of the panel corresponding to the width of the standard regulatory sign. A legend of “NOTICE” may be added in black letters within the plaque determined by engineering judgment (see [[903.6 Warning Signs#903.6.58 NOTICE Plaque (W16-18P) (MUTCD Section 2A.15)|EPG 903.6.58 NOTICE Plaque]]).

E. Adding a diagonally striped black and fluorescent yellow strip of retroreflective sheeting around the perimeter of a standard warning sign.

F. Adding a warning beacon (see [[:Category:902 Signals|EPG 902 Signals]]) to a standard regulatory (other than a STOP or a Speed Limit sign), warning, or guide sign.

G. Adding a speed limit sign beacon (see EPG 902) to a standard Speed Limit sign.

H. Adding a stop beacon (see EPG 902) to a STOP sign.

I. Adding light emitting diode (LED) units within the symbol or legend of a sign or border of a standard regulatory, warning, or guide sign, as provided in [[#903.2.9 Retroreflectivity and Illumination (MUTCD Section 2A.07)|EPG 903.2.9]].

J. Adding a strip of retroreflective material to the sign support. The retroreflective strip is an aluminum sub straight 4 in. wide and 6 ft. long mounted to sign support directly below the sign. The color of the retroreflective materials shall match the background color of the sign, expect that the color of the strip for YIELD and DO NOT ENTER signs shall be red.

K. Using other methods that are specifically allowed for certain signs as described elsewhere in the EPG.
[[image:903.2.25.2 2020.jpg|right|425px|thumb|<center>'''Fig. 903.2.17.2 Example of WATCH FOR APPROACHING TRAFFIC Signing '''</center>]]

'''Support.''' Sign conspicuity improvements can also be achieved by removing non-essential and illegal signs from the right of way (see [[:Category:900 TRAFFIC CONTROL|EPG 900]]), and by relocating signs to provide better spacing.

'''Standard.''' Strobe lights shall not be used to enhance the conspicuity of highway signs.

If installed for improvement of the conspicuity of intersection signing, the WATCH FOR APPROACHING TRAFFIC (special) sign shall be used, see Fig. 903.2.17.2.

If plaques are used, they shall be installed below the main sign, up to two plaques.

A warning beacon shall be set on steady flash if a problem would occur with the beacon.

If a strip of retroreflective material is used on the sign support, it shall be at least 4 inches wide, it shall be placed for the full length of the support from the sign to within 4 feet above the edge of the roadway, and its color shall match the background color of the sign, except that the color of the strip for the YIELD and DO NOT ENTER signs shall be red.

'''Option.''' The FROM LEFT or FROM RIGHT (special) plaque may be used.

'''Guidance.''' Routine inspection of the beacon should be done and determined by the district.

==903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)==

'''Support.''' Standardization of position cannot always be attained in practice. Examples of heights and lateral locations of signs for typical installations are illustrated in Fig. 903.2.18.1 and examples of locations for typical signs at intersections are illustrated in Fig. 903.2.18.2.

[[903.5 Regulatory Signs|EPG 903.5]], [[903.6 Warning Signs|EPG 903.6]] and [[903.7 Conventional Road Guide Signs|EPG 903.7]] contain provisions regarding the application of regulatory, warning and conventional guide signs, respectively.

'''Standard.''' Signs requiring separate decisions by the traveler shall be spaced sufficiently far apart for the appropriate decisions to be made. One of the factors considered when determining the appropriate spacing shall be the posted or 85th-percentile speed.

'''Guidance.''' Mainline signs on freeways and expressways should be visible a minimum of 800 feet and signs on conventional roads should be visible a minimum of 200 feet (minimum sign spacing in the MUTCD sections 2D and 2E). These distances should be considered when determining spacing between signs and when evaluating sign legibility during sign inspections. When these minimum sign spacing distances are not achievable, engineering judgement should be used to determine if the sign can be relocated to improve visibility, provide advance signing or determine if a reduced sign spacing distance is appropriate.

Signs should be located on the right-hand side of the roadway where they are easily recognized and understood by travelers. Signs in other locations should be considered only as supplementary to signs in the normal locations, except as otherwise provided in this article.

Signs should be individually installed on separate posts or mountings except where:

:A. One sign supplements another, or

:B. Route or directional signs are grouped to clarify information to motorists, or

:C. Regulatory signs that do not conflict with each other are grouped, such as turn prohibition signs posted with ONE WAY signs or a parking regulation sign posted with a speed limit sign.

:D. Street name signs are posted with a STOP or YIELD sign.

Signs should be located so that they:

:A. On right of way, are installed on a breakaway assembly, regardless of where they are located;

:B. Optimize nighttime visibility;

:C. Minimize the effects of mud splatter and debris;

:D. Do not obscure each other;

:E. Do not obscure the sight distance to approaching vehicles on the major street for drivers who are stopped on minor-street approaches;

:F. Are not hidden from view; and

:G. Do not block view of intersection.

'''Support.''' The clear zone is the roadside border area measured from the edge of the pavement that is available for the safe use by errant vehicles as determined according to the EPG. The width of the clear zone depends on traffic volumes, speeds and roadside geometry.

'''Guidance.''' Because of increased traffic, an order of sign installation priority should be established to provide travelers with regulatory, warning, and guidance information.

'''Support.''' An order of priority is especially critical where space is limited for sign installation and there is a demand for several different types of signs. Overloading motorists with too much information is not desirable.

'''Guidance.''' Because regulatory and warning information is more critical to travelers than guidance information, regulatory and warning signing whose location is critical should be displayed rather than guide signing in cases where conflicts occur. Community wayfinding and acknowledgment guide signs should have a lower priority as to placement than other guide signs. Information of a lesser critical nature should be moved to less critical locations or omitted.

'''Option.''' Signs may be placed on median islands or on the left-hand side of the road under some circumstances, such as on curves to the right. A supplementary sign located on the left-hand side of the roadway may be used on a multi-lane road where traffic in a lane to the right might obstruct the view to the right.

'''Guidance.''' In urban areas where crosswalks exist, signs should not be placed within 4 ft. in advance of the crosswalk.

<div id="Fig. 903.2.18.1 Examples"></div>
[[image:903.2.26.1.pdf|center|800px|thumb|<center>'''Fig. 903.2.18.1, Examples of Heights and Lateral Locations of Signs for Typical Installations''']]

<div id="Fig. 903.2.18.2 Examples"></div>
[[image:903.1.26.2.pdf|center|thumb|800px|<center>'''Fig. 903.2.18.2, Examples of Locations for STOP and YIELD Signs at Intersections'''</center>]]

==903.2.19 Sign and Post Inventory and Storage==
'''Support.''' MoDOT allocates millions of dollars each year to maintain almost 700,000 signs installed along its highways. To maintain these signs in an efficient and timely manner, appropriate sign and post inventories need to be maintained. Sign inventories need to include Priority 1 and Priority 2 signs and may include other high use signs to make ordering and request fulfilment more efficient.

To maintain the appropriate inventory level of priority and high usage signs, the inventory levels need to be based on the historical usage of each sign by the district, a level which will allow timely repairs to signs in the field, yet not represent a waste of resources with an overabundance of inventory or signs that exceed their shelf-life.

Maintaining appropriate inventory levels for each sign post is also critical for timely sign maintenance. Each post type has different lead times which must be accounted for when determining appropriate inventory levels. Pipe and Wide Flange posts are MoDOT specific designs and must be fabricated when ordered which results in very long lead times for delivery. Other post types tend to be more readily available and in stock with our vendors resulting in a shorter delivery time, such as PSST and U-channel posts.

'''Guidance.''' Given the importance of maintaining an inventory of signs and posts and the value of this resource, districts should consider assigning the duties of warehouse management to an individual, or individuals. Typical duties of an individual(s) who manages these inventories can include ordering signs and posts, receiving and inspecting signs from vendors, maintaining the district warehouse inventory of signs and posts and processing sign and post needs from field crews. This may also include delivering these materials to some or all remote locations within a district. Without proper management, inventories can easily grow out of control or be insufficient to meet the needs of the field crews.

'''Standard.''' Districts shall determine their maximum inventory levels by using the sign and post usage reports, running each report at the beginning of each fiscal year. The reports will identify the maximum and minimum recommended levels for each sign and post commodity. These reports will calculate the values based on the average usage over the previous 36 months from the date the reports are run. The average of the past 36 months will flatten spikes in any given year which will result in maximum levels being too high or low.

===903.2.19.1 Supply Items (Non-Inventory Items)===
'''Support.''' There are many components used to install and maintain signs, these can be broken down into two categories; inventory items and supplies, see Table 903.2.19.1. Supplies are those items that are not individually inventoried and are generally smaller items purchased in larger quantities. These items will not have commodity codes associated with them as Inventory Items typically do. Guidance for inventory items can be found in subsequent sections of this article.

<center>'''Table 903.2.19.1'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" |Inventory Items!!style="background:#BEBEBE" |Supply Items
|-
|Wide Flange Post / Stub|| Base Bolts / Washers / Nuts / Concrete Anchors
|-
|Pipe Post / Stub|| Bolt Retainer Plates
|-
|PSST Post / Anchor (7 gauge & 12 gauge)|| Brass Shims
|-
|Channel Post / Stub|| Dent Breakaway Bolts
|-
|Wood Post|| Wide Flange Breakaway Bolts / Washers / Nuts
|-
|PSST 2.25" Insert (72" X 2.25")|| PSST Post Splice (12" X 1.75" and 2.25" PSST)
|-
|PSST Surface Mount Bases (for 2" and 2.5")|| Aluminum Backer Bar
|-
|PSST Redi-Torque Assembly (for 2.5")|| Slip Base Parts (top only, wedge, replacement bolt)
|-
|PSST Kleen Break Assemblies (for 2")|| Wood Post Clamps
|-
|PSST Snap n Safe Couplers (for 2" and 2.5")|| Pipe Post Clamps
|-
|rowspan="6"| ||Pipe Post Caps
|-
|PSST Bolts / Washers / Nuts
|-
|Nylon Sign Washers
|-
|Ready-Mix Concrete
|-
|Bags of Concrete
|-
|Pole Setting Foam
|}

'''Guidance.''' While supplies are not tracked and counted as inventory, these items should still be managed in an efficient manner. Like inventoried items, the quantity of any given supply should be based on the district’s average 36-month usage. The maximum inventory level for each supply item should not exceed the average 3-month usage rate and the minimum inventory level should be based on the time it takes to order and receive the supply item.

===903.2.19.2 Sign Inventory ===
'''Support.''' Signs have a shelf-life and a warranty; the warranty begins the day the sign is fabricated. All signs have a manufacturer’s ID decal on the back of the sign which includes the date of manufacturing that can be used to determine the age of signs in inventory.

The need for inventory of signs is based on the priorities assigned to sign replacement and maintenance and is focused on Priority 1 and Priority 2 signs. These are signs which are critical to the safety of the roadway and need to be readily available to repair or replace damaged or missing signs in a short period of time, see [[#903.2.23 Emergency Response|EPG 903.2.23 Emergency Response]] for lists of priority signs and the required repair time. Priority 1 and Priority 2 sign repairs cannot wait for a sign to be ordered, manufactured and shipped resulting in the need to keep a reasonable number of each type of sign on hand to fulfill these work orders.

'''Standard.''' Priority 1 and Priority 2 signs shall be maintained in inventory to facilitate timely repairs. For Priority 2 signs with usage less than 1 per year, a single sign shall be inventoried, or a 7-day accelerated order shall be used to acquire the sign when needed.

Inventory levels for signs shall be based on the district’s average 36-month usage report for all sign commodities. The maximum inventory level for each sign commodity shall not exceed the average 3-month usage rate. The minimum inventory should be no less than your average usage in one month.

The maximum inventory levels for signs are maintained at the district warehouse. Local maintenance buildings shall keep small inventories of Priority 1 signs and may keep a small inventory of select Priority 2 signs (see Figures 903.2.19.2.1 thru 903.2.19.2.2.5).

As signs are pulled from MoDOT inventories, the oldest signs shall be used first to ensure the department gets the maximum life from any given sign and to ensure inventory doesn’t exceed its shelf-life. The age of the sign is determined by the manufacturing date found on the manufacture’s ID on the back of the sign.

'''Option.''' Maximum inventory levels of signs may exceed the 3-month usage when signs are ordered to fulfill the needs of specific work orders generated by annual sign log inspections. To avoid an overabundance of signs at a building and to avoid overloading our vendors, orders need to be submitted at a rate that closely matches the crew’s ability to install the signs once they are delivered. These temporary inventory levels must be installed for the locations they were ordered for in less than a year.

'''Guidance.''' Minimum inventory levels for each sign should be equal to the average 1-month usage rate. This would be the quantity of signs expected to be used during the time it takes the vendor to resupply the inventory with a new order.

<center>'''Table 903.2.19.2, Sign Priority Levels'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan="2"|Sign Priority!!style="background:#BEBEBE" colspan="2"|Inventory Levels*!!style="background:#BEBEBE" rowspan="2"|Kept in Stock
|-
!style="background:#BEBEBE"|Max !!style="background:#BEBEBE"| Min
|-
|Priority 1|| 3 months|| 1 month|| Required
|-
|Priority 2|| 3 months|| 1 month|| Required
|-
|Priority 3 high usage|| 3 months|| 1 month|| Optional
|-
|Priority 3 low usage|| 0|| 0|| Not Recommended
|-
|colspan="4"|'''*''' Inventory levels of each sign number are based on the 36-month average usage for the district
|}

[[image: 903.2.19.2.2.jpg|center|600px]]
<center>'''Figure 903.2.19.2.1'''</center>

[[image: 903.2.19.2.3.jpg|center|600px]]
<center>'''Figure 903.2.19.2.2'''</center>

[[image: 903.2.19.2.4.jpg|center|600px]]
<center>'''Figure 903.2.19.2.3'''</center>

[[image: 903.2.19.2.5.jpg|center|500px]]
<center>'''Figure 903.2.19.2.4'''</center>

[[image: 903.2.19.2.6.jpg|center|700px]]
<center>'''Figure 903.2.19.2.5'''</center>

===903.2.19.3 Sign Storage and Handling===
'''Support.''' Proper storage and handling of highway signs before and during installation is critical to achieve the maximum sign life and effectiveness. Sign sheeting is easily damaged by impacts, abrasions, weight, heat and moisture before installation. Sign sheeting has a minimum of a 10-year warranty from the date of fabrication, however, this warranty is void if the sheeting is damaged due to improper storage or handling.

'''Standard.''' Flat sheet signs shall be stored indoors in a cool and dry environment with the signs being placed in the racks on their edge. If for some reason signs are wet in storage or shipping, they shall be removed from any packaging immediately, separated and placed on their vertical edge so they can air dry.

'''Support.''' Extruded panel signs should be stored indoors in a cool and dry location, however, given the size of these signs this is not always possible. If extruded panel must be stored outdoors, they need to be kept dry. Ideally, signs would be removed from their packaging, assembled (in whole or in pieces) and temporarily mounted to posts or an A-frame trailer so water can shed off of the sign face and air dry as if they were installed permanently.

During transport, flat sheet signs should be carried on their vertical edge and both flat sheet and extruded signs (and pieces of signs) should be secured so the sign sheeting side of the signs do not rub on one another or against the vehicles causing damage.

===903.2.19.4 Post Inventory===
'''Support.''' Unlike signs, sign posts do not have a shelf-life. While they can be stored indefinitely without loss of integrity, it is still critical to properly manage inventory levels to ensure the best use of MoDOT resources.

<center>'''Table 903.2.19.4, Post Inventory Levels'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan="2"|Post Type!!style="background:#BEBEBE" rowspan="2"|Post Size!!style="background:#BEBEBE" colspan="2"|Inventory Levels!! style="background:#BEBEBE" rowspan="2"|Kept in Stock
|-
!style="background:#BEBEBE"|Max !!style="background:#BEBEBE"| Min*
|-
|rowspan="2"|Wood|| 4x4 ||3 months|| 0|| Optional
|-
|4x6|| 3 months|| 0|| Optional
|-
|U-Channel|| 3 lb/ft|| 3 months|| 2 months|| Required
|-
|rowspan="2"|PSST ||2x2 ||3 months|| 1.5 months|| Required
|-
|2.5x2.5|| 3 months|| 1.5 months|| Required
|-
|rowspan="3"|Pipe***|| 2.5" ID ||6 months ||3 months or 2 posts|| Recommended**
|-
|3" ID ||6 months ||3 months or 2 posts|| Recommended**
|-
|4" ID ||6 months ||3 months or 2 posts ||Recommended**
|-
|rowspan="6"|Wide Flange***|| #1 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#2 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#3 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#4 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#5 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#6 ||6 months ||3 months or 3 posts ||Recommended**
|-
|colspan="5" align="left"|'''*''' Minimum inventory levels based on contract delivery period of each post type
|-
|colspan="5" align="left"|'''**''' Given the long lead times for acquiring these types of posts, it is recommended districts keep the minimum levels indicated unless a size is extremely rarely used in a district. If one set of posts are retained as a minimum, the longest length that may be needed should be what is retained.
|-
|colspan="5" align="left"|'''***''' If a district has inventory greater than the maximum listed, the posts shall be retained, and their availability made known to the rest of the state. They shall not be scrapped unless they no longer meet MoDOT specifications.
|}

====903.2.19.4.1 Wood, U-Channel and PSST Posts====
'''Standard.''' Inventory levels for these posts shall be based on the district’s average 36-month usage report for all post commodities. The maximum inventory level for each U-Channel and PSST post commodity shall not exceed the average 3-month usage rate. Minimum inventory levels for these posts should typically equal the average number of posts used during the length of time it takes to order and receive new posts.

Wood posts shall be purchased on an as needed basis from local sources not only to minimize inventory levels, but to minimize the chances of waste due to the tendency of a wood post to warp and twist over time.

'''Option.''' Maximum inventory levels of sign posts may exceed 3-month usage when posts are ordered to fulfill the needs of specific work orders generated by annual sign log inspections. To avoid an overabundance of sign posts at a building and to avoid overloading our vendors, orders need to be submitted at a rate that closely matches the crew’s ability to install signs and posts once they are delivered. These temporary inventory levels must be installed for the locations they were ordered for in less than a year.

====903.2.19.4.2 Pipe and Wide Flange (I-Beam) Posts====
'''Support.''' Pipe and Wide Flange posts are unique in that they are far more expensive to purchase compared to other MoDOT standard posts. These designs are specific to MoDOT so a vendor must fabricate these post types as the orders are received resulting in long lead times for delivery. The usage rates for these posts, especially for certain sizes of posts, are not as regular as other types of posts. As a result, an inventory based on the 36-month average usage may not result in the proper number of posts in inventory.

Each post type comes in a variety of different lengths and each length is individually inventoried. This variety of inventoried lengths was established to provide posts in inventory that would be as close to the length needed to reduce the amount of waste as posts were trimmed to the proper length. This method was established when post usage on all posts was much higher and inventory level management was not as critical.

'''Standard.''' Inventory levels for these posts shall be based on the district’s average 36-month usage report for all post commodities. The maximum inventory level for each Pipe and Wide Flange post commodity shall not exceed the average 6-month usage rate.

'''Guidance.''' Minimum inventory levels for these posts should typically equal the average number of posts used during the length of time it takes to order and receive new posts. However, due to the long delivery lead times for Pipe and Wide Flange posts, the minimum quantity for these posts typically should not be zero unless a size of post is very rarely used in the district. In these cases, a minimum quantity of 2-3 should be kept on hand to repair or install one sign for emergency situations.

For low usage post types, such as structural #6 Wide Flange posts, it is important to have posts on hand for unexpected needs; however, maintaining a minimum inventory of all available sizes is not recommended. For these low usage posts, the longest post length that may be needed in the district is what should be inventoried, and any actual length needed can be cut from this length. While this will likely generate greater waste as more posts may be cut off to size the post for the need, this waste is preferred over excessive numbers of posts of various lengths on inventory.

====903.2.19.4.3 Post Storage and Handling====

'''Support.''' Unlike signs, posts do not have a shelf life and can be stored indefinitely without loss of integrity if stored properly.

'''Standard.''' Sign posts shall be stored up off the ground to avoid corrosion that would result from ground contact.

'''Guidance.''' If the galvanized coating of the posts is damaged, it should be patched using a zinc-based product to prevent corrosion.

==903.2.20 Sign and Post Ordering==
'''Support.''' Ordering practices have a direct impact on pricing and vendor participation in our contracts. The primary factor is the quantity of materials ordered at one time and more specifically placing small orders for items which are expensive to ship like sign posts and signs. Shipping costs per item for large items tends to decrease as quantities increase. As an example, the shipping costs for 20 posts on a flatbed truck is the same as it is for a shipment of 200 posts, but if posts are ordered in quantities of 20, the cost of each post is higher as the shipping costs are associated to a smaller number of posts.

===903.2.20.1 Sign Ordering===
'''Support.''' MoDOT began outsourcing the fabrication of signs for maintenance operations and closed its Sign Production Center in 2012. This change also incorporated many modifications to the way MoDOT did business. MoDOT eliminated many department specific sign designs and adopted federal sign standards. The funding for the acquisition of signs was transferred from central office to the districts and the sign ordering practices were structured to better accommodate acquiring signs through a 3rd party vendor.

MoDOT’s sign outsourcing contract is set up on a weekly cycle format. Orders are submitted to the vendor on Wednesday of each week with normal delivery time being 21 calendar days starting on the next day (Thursday). There are accelerated delivery timelines for special needs, 7-day and 14-day deliveries, that can be submitted any day of the week. There is also a 36-hour rush order; however, this is only utilized for critical needs and its use must be approved by Highway Safety and Traffic. Pricing for signs in this contract is by square foot and the contract is separated into three categories of flat sheet signs, extruded panel signs and a unique category that contains items such as stop/slow paddles and delineators.
The way sign orders are assembled has a dramatic impact on the amount of time it takes to process them once submitted. The following guidance was developed to help stream-line the process and control the overall cost of the signs MoDOT purchases.

'''Guidance.''' A district sign warehouse inventory should fill a large portion of sign requests for Priority 1 and Priority 2 signs as well as high usage signs. Requests for signs not kept in inventory should be consolidated and added to a weekly sign order. Replenishment of inventory should also be added to the weekly sign order. Weekly orders should be submitted as a normal 21-day order with 7-day and 14-day accelerated orders being reserved for special cases where a sign (or small number of signs) must be received more quickly. These accelerated orders need to be used sparingly as it places an extra burden on our vendor that can affect their ability to fulfill orders for the rest of the state if overused.

Sign orders are established to match the contract format so like sign types are contained on a given order resulting in one order per week for:
:* Flat sheet signs
:::o Adopt-a-Highway (as its own flat sheet order)
:* Structural signs
:* Unique signs.

If the number of sign requests per sign order exceeds the maximum limit of 99 lines, more than one weekly sign order shall be submitted for that sign type.

Individual sign requests for like sign numbers and sizes should be pulled from stock, and a consolidated sign request should be submitted to replenish stock. This minimizes the time it takes for Highway Safety and Traffic Division to review and process sign orders, but more importantly, makes it more efficient for our vendor to determine what signs need to be fabricated for the state each week.

The weekly sign ordering process takes place as follows:

:* Thursday through Tuesday – District warehouses receive and process sign requests from the field, filling requests from stock when possible and adding others to the list of signs to add to the weekly vendor order in the Sign Management System (SMS).
:* Tuesday – All vendor orders for the week need to be submitted Tuesday afternoon and no later than 5:00 pm so they will interface with SAM II for the creation of purchase orders that night. The vendor orders may be submitted earlier if employees are out of the office on Tuesday, but this will count toward the districts one purchase order per sign type for the week.
:* Wednesday – All purchase orders should be submitted to Central Office Highway Safety and Traffic Division by 10 am.
:* Expedited purchase orders – 36-hour rush, 7 day, and 14-day orders may be sent to Central Office Highway Safety and Traffic Division any weekday. A district should give additional notice by phone or email of these orders, preferably in advance when the sign is first requested.
:* Receiving Signs – The district has five (5) business days after receipt of order (ARO) to notify the contractor of any visible damage or specification compliance issues. After the five (5) working days the contractor will still be responsible for correcting any issues relating to specifications, quantity and quality, but liquidated damages will no longer be applicable. The contractor will not be responsible to correct any damages not identified within the first five (5) business after receipt of the signs. The contractor shall replace any sign(s) that fails inspection within the original delivery timeframe. The contractor shall understand and agree any replacement sign(s) that is shipped beyond the original delivery timeframe shall be subject to liquidated damages.
:* Liquidated Damages – While it is not MoDOT’s intent to negatively impact our vendors by imposing liquidated damages, this contractual condition does ensure MoDOT’s orders receive priority.
:* Shipping Locations – To keep sign costs as low as possible, the MoDOT shipping locations have been limited to the sign warehouses in NW, NE, KC, CD and SL only. Due to the geographical size of SW and SE districts, each has a secondary delivery location at their regional offices in Joplin and Willow Springs. While it would be more efficient for MoDOT to have signs shipped directly to each maintenance building, the shipping costs would be so extreme it would drive the cost of signs beyond acceptable limits.

===903.2.20.2 Post Ordering===
'''Guidance.''' Post orders should incorporate quantities to replenish inventories at the district warehouse location as well as any additional needs at the various maintenance buildings to make these orders as cost effective as possible.

'''Standard.''' Due to the higher cost, long lead times for acquisition and sometimes erratic usage of Pipe and Wide Flange posts, districts shall first determine if the posts they need are available in any other district before ordering. At the time this guidance was drafted, there was excess inventory in the state for Pipe and Wide Flange posts which needed to be utilized.

'''Option.''' Once the state-wide inventory levels of Pipe and Wide Flange posts are normalized and the excess inventory is used, the practice of looking at state-wide inventories of Pipe and Wide Flange posts may be used to fulfill the need for these posts if the posts are needed more quickly than the vendor can supply them.

==903.2.21 Sign and Post Disposal==
'''Support.''' Signs and Posts are state property and as such when no longer needed due to being obsolete, damaged or reaching the end of their service life need to be disposed of through the competitive bid process like any other MoDOT property.

===903.2.21.1 Sign Disposal===
'''History.''' During the operations of MoDOT’s Sign Production Center (SPC), old signs were shipped to the Moberly Correctional Center where they were sorted and stored until the SPC submitted a request. Once the request was received, the prison would clean and straighten the appropriate sign blanks from the reclaimed inventory and ship to the SPC for production. At the peak, 75% of the sign the SPC produced were on these reclaimed sign blanks. When sign production was first outsourced, the use of reclaimed sign blanks was investigated; however, the shipping cost to the prison and then to the vendor was cost prohibitive, making the use of reclaimed sign blanks more expensive than the use of new aluminum. As a result, old signs are now sold for scrap at the end of their service life.

'''Support.''' All signs, including those that have reached the end of their service life or signs in warehouses which have become obsolete, are state property and must be disposed of as scrap. MoDOT’s policy does not permit the transfer ownership of its signs, other than selling signs as scrap, to other entities. This makes prosecution for sign theft easy as anyone who is in the possession of one of these signs could not have legally acquired it.

'''Standard.''' When signs are removed from the field or warehouse inventory, they shall be collected and sold as scrap following General Services policies for the disposal of state materials. The disposal of signs that are traffic control devices, whose use is regulated by state and federal law, includes an additional step. Any traffic control devices which are taken out of service and scrapped (signs, signal heads, changeable message signs, etc.) must be sold using the GS-23 Bill of Sale of Traffic Control Devices. The GS-23 contains a legal statement the purchaser of these materials is prohibited from reselling them in the form of traffic control devices, and reads:

::''(3) TRAFFIC CONTROL DEVICES TO BE USED AS SCRAP ONLY: The Buyer shall use traffic control devices purchased under this Bill of Sale for purposes other than traffic control unless the buyer is a political subdivision of the State of Missouri or authorized contractor. These materials shall not be sold or distributed in their current forms as traffic control devices. In the event the Buyer chooses to sell said traffic control devices, the Buyer shall, prior to any sale, permanently deface or otherwise disable the traffic control devices to impede their use in current form as traffic control devices. Buyer also acknowledges that the Manual on Uniform Traffic Control Devices, 23 CFR 655, 23 USC 109(d) and 23 USC 402(a) apply to the use of traffic control devices and do not allow the presentation of advertising messages or other messages unrelated to traffic control on a traffic control device. Buyer also acknowledges that Buyer has read and understands Missouri Statute 304.321, attached.''

When sign inventory levels are managed correctly, there is typically no need to dispose of new/unused signs unless they are damaged. However, if guidance from Highway Safety and Traffic Division is given to purge certain signs from inventory before use, these signs shall be disposed of in the same manner as used signs.

===903.2.21.2 Post Disposal===

'''Support.''' Unlike signs, posts do not have a shelf-life so they can be stored indefinitely until needed.

'''Standard.''' The only time unused sign posts, stubs, hardware, etc. shall be sold as scrap is if those materials have been identified as no longer meeting state specifications. These materials shall remain in inventory until the district, or another district, is able to utilize them. Used and damaged sign posts, stubs and hardware shall be disposed of as scrap following standard GS procedures.

==903.2.22 Sign Inspection==
'''Support.''' Sign inspection is critical to the maintenance of MoDOT’s highway signs. The process assures we identify deficient signs, establishes the sign maintenance program for the year and is the department’s means to complying with federal sign maintenance standards.

Night time visual sign inspections are used to evaluate MoDOT’s signs as sign visibility is the most critical and difficult to achieve during dark conditions. Signs become more critical at night as other visual cues a driver needs are going to fade away in the dark (trees, ditches, etc.). Night time crashes are also typically higher compared to daytime crashes making highly visible signs a key tool to help reduce crashes.
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right"
|-
|'''Training Document'''
|-
|align="center"|''' [http://sp/sites/ts/signing/RefTool/_layouts/15/WopiFrame.aspx?sourcedoc={B0E5C787-0CE8-467D-8B2C-990298C50B2C}&file=Sign%20Log%20Inspection%20Guidance.pptx&action=default Sign Log Inspection Guidance] '''
|}
Inspectors need to view the signs during the inspection from the perspective of the motorist, from the driver seat, traveling in the lane and looking at the signs from the distances a driver needs to see the sign from to make appropriate decisions. In addition to the guidance which follows, the Sign Log Inspection Guidance Training PowerPoint walks an inspector through the process and provides photographic examples of what to look for during an inspection.

'''Standard.''' All MoDOT signs shall be inspected every other year based on the county they are located in. Figure 903.2.22.1, and Table 903.2.22 for the county inspection schedule, indicates which counties shall be inspected in the even and odd year cycles.

'''Options.''' There are sign deficiencies which can be easily identified during normal day time operations outside the annual night time inspection period. Typical deficiencies that are easy to identify during the day can include:
:* Vegetation growing in front of signs
:* Signs which are leaning and out of plumb or twisted away from traffic
:* Signs mounted on the incorrect post or have the incorrect number of posts
:* Missing breakaway devices or the breakaway device is incorrectly assembled
::o These are deficiencies which cannot be identified at night but can represent serious safety issues for the public.
:* Sign faces which have faded colors, pealing sign legend or sign sheeting
:* Signs which have been physically damaged by impacts, gun shots, etc.

Correcting deficiencies such as these outside the annual night time inspection will result in fewer deficiencies identified during the inspection and will result in the inspection taking less time to complete.

<center>'''Table 903.2.22, Sign Inspection Schedule by District'''
[[image:903.2.22-sign inspection county listing 3-22-23.jpg|800px]]
</center>

[[image:903.2.22-sign inspection map 3-22-23.jpg|center|600px]]
<center>'''Figure 903.2.22.1, Sign Inspection Schedule Map'''</center>

'''Standard.''' Annual night sign log inspections shall follow these basic criteria:
:* Signs shall be inspected 1 hour after sunset and at least 1 hour prior to sunrise to ensure complete darkness
:* Signs shall be inspected with low beam headlights
:* Keep interior lights off so eyes are acclimated to darkness (dim lights are OK to illuminate computer keyboard)
:* Once frost and/or dew begin to settle on the signs (thus affecting retroreflectivity), discontinue inspections
:* Signs on side streets shall be inspected by driving the side street approaching the sign
:* The sign legend and background colors should be recognizable both day and night (for example, a guide sign's white legend should be clearly visible and the background should be recognizable as green). If not, replace the sign.
:* If inspection takes place after leaves have dropped and tree limbs fall within the view of the sign, but do not obscure sign: trim limbs to account for the time when leaves will regrow
:* Inspection vehicles should be typical cars, SUVs or pickups, 2002 or newer
:* Two-person inspection crews for safety
:* Inspection conducted from travel lane (not shoulder) and conducted at normal travel speed
:* Headlights should be cleaned before inspection begins. Clouded or hazed lenses should be polished
:* Headlights should be checked to ensure they are properly aimed.

Signs shall be visible from the following distances:
:* <u>Flat Sheet Signs</u> must be visible from approximately 300 ft to provide drivers enough time to see and react to the sign. Any deficiencies which prohibit a sign from being seen at this minimum distance shall be identified in the inspection and corrected.

:* <u>Structural Signs (Extruded Panel Substrate)</u> must be visible and legible from a minimum of approximately 300 ft. on two-lane roadways and 600 ft. on multilane highways (based on 30 ft. visibility for every 1 in. of legend height, per [[#903.2.15 Word Messages (MUTCD Section 2A.13)|EPG 903.2.15 Word Messages]]).

Issues that can affect sign visibility and shall be corrected are, but are not limited to:
:* Sign sheeting which has fallen below acceptable performance levels
:* Vegetation or other obstructions blocking the view of the sign
:* Sign installation location, requiring sign to be moved to a better more visible location
:* Damage to the sign face, such as gun shots, paint ball or other vandalism activities

Sign posts shall be within acceptable tolerances of being vertically plumb (see Figure 903.2.22.2, below) and must hold the sign perpendicular to the travel way unless the sign type and installation intentionally requires the sign to be parallel to the roadway. Sign posts out of plumb and not supporting the sign in the proper orientation to the roadway shall be repaired or replaced as necessary.

Signs shall be inspected to assure they are at the proper mounting height above the roadway and above the ground. Any deficiencies shall be corrected as mounting heights affect not only visibility of the sign, but also the breakaway characteristics / safety of the sign (see [[#903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)|EPG 903.2.18 Standardization of Sign Location]] for details):

:* Non-Wide Flange sign installations shall have a mounting height of 5 ft. above the roadway on two-lane roadways and 7 ft. above the roadway inside city limits or on freeways or expressways (does not include object markers, chevrons, supplemental plaques or any other special sign mounting criteria).
::o The length of any post of a non-Wide Flange sign installation shall be a minimum of 5 ft measured from the ground to the bottom of the sign
:* Wide Flange sign installations shall have a mounting height of 7 ft 6 in above the roadway.
::o The length of the shortest post of an Wide Flange sign installation shall be a minimum of 7 ft 9 in measured from the breakaway to the hinge point for breakaway performance.
::o Post spacing for #3 through #6 Wide Flange posts shall be spaced a minimum of 7 ft apart from one another in order to meet federal breakaway standards.

[[image:903 plumb.jpg|center|550px]]
<center>'''Figure 903.2.22.2, Sign Post Plumb Tolerances'''</center>

Deficiencies in the number or spacing of posts shall also be identified and corrected. The number and spacing of posts are based on the guidance found in the post selection tools in EPG 903.3. Having the proper number, size and spacing of posts not only assures a long-lasting sign assembly, but incorrect installations can dramatically affect the breakaway characteristics of the sign assembly.

==903.2.23 Emergency Response==
'''Support.''' Risk Management has established guidelines concerning the response to replacing signs that have been knocked down or otherwise lost, see Table 903.2.23 for the response plan as it pertains to highway signing.

'''Guidance.''' MoDOT’s Incident Response Plan should be consulted for further details.

'''Support.''' Priority ranking are defined as follows:

:'''Priority 1''' – Urgent, respond as soon as possible (day or night, weekends or holidays) suspending other lower priority work if necessary. May represent immediate hazard to the public.
:'''Priority 2''' – Repair should be accomplished as soon as practical during normal working hours, but only after Priority 1 repairs are completed.
:'''Priority 3''' – Repair should be accomplished with higher urgency than routine maintenance.
:'''Routine''' – Not urgent, normally considered routine maintenance.

<center>'''Table 903.2.23, Incident Response Signing Plan'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan="2"|Signs!!style="background:#BEBEBE" colspan="4"|Priority
|-
!style="background:#BEBEBE" width="150"|1 !!style="background:#BEBEBE" width="150"| 2!!style="background:#BEBEBE" width="150"| 3!!style="background:#BEBEBE" width="150"| Routine
|-
|Barricades (permanent)|| - ||X || - || -
|-
|Delineators|| - || - || - ||X
|-
|Guide<sup>1</sup>|| - || - ||X|| -
|-
|Information<sup>1</sup>|| - || - ||X|| -
|-
|Route Assemblies|| - ||See Fig. 903.2.19.2.3|| - || -
|-
|Regulatory<sup>1</sup>|| Stop, Yield, Do Not Enter, Wrong Way, One Way|| See Fig. 903.2.19.2.1 & Fig. 903.2.19.2.2||Signs not on the priority 1 or 2 list|| -
|-
|Warning<sup>1</sup>|| - ||See Fig. 903.2.19.2.5||Signs not on the priority 1 or 2 list|| -
|-
|School<sup>1</sup>|| - ||See Fig. 903.2.19.2.4||Signs not on the priority 1 or 2 list|| -
|-
|Visibility (weeds, trees, etc.)|| For Priority 1 Signs|| For Priority 2 signs|| - ||For Priority 3 signs
|-
|Sign Truss Structure Damage|| Creating a Traffic Hazard|| - || Not A Traffic Hazard|| -
|-
|Lane Closure Notification/ Approval Required<sup>2</sup>|| No|| No|| Yes|| Yes
|-
|colspan="5" align="left"|<sup>'''1'''</sup> Damage that makes the sign ineffective.
|-
|colspan="5" align="left"|<sup>'''2'''</sup> NHS routes and all other routes with AADT of 1,700 or greater.
|}

==903.2.24 Guidelines for the use of the Sign Management System (SMS)==
'''History.''' MoDOT has a long history of maintaining an inventory of signs located along its roadways and inspecting signs utilizing this database. MoDOT’s original database was housed on a mainframe computer and sign logs were done on paper. The first computer-based system was implemented in the early 2000s and was utilized until 2012 when it was replaced with Sign Management System (SMS), our current system. SMS was developed as a cradle-to-grave sign management system to manage field inventories, but also to manage sign ordering, work orders and warehouse management. MoDOT Management System (MMS) is expected, at later phases of development, to incorporate and possibly replace portions of SMS.

'''Support.''' SMS has six major components. Details on each component and their specific use can be found in a wiki link and user manuals located on the SMS home page. While the sign catalog is accessible by any MoDOT employee, all other components require a STARTS request to gain access. The STARTS request is granted based on the level of access needed for the user’s role in signing and is approved by Highway Safety and Traffic. The following are the six major components of SMS:

:* Sign catalog
:* Sign ordering
:* Field inventory
:* Sign inspection
:* Work orders
:* Warehouse management

Sign Catalog is the heart of the SMS. It contains the signs and sizes of signs from the MUTCD, and any MoDOT-specific signs used on MoDOT roadways. The information in the catalog is used to populate the sign field inventory for each sign assembly record. The data in the catalog is also used by the sign ordering system to populate the critical fields needed to generate a purchase order.

Sign Ordering must be used to acquire signs for maintenance operations. This system is made up of a requisition component where sign requests are generated by field crews. These requisitions are sent to the district’s parent sign warehouse where it is either filled from the warehouse inventory, or the request is added to a vendor order. The vendor order component compiles sign requests and then interfaces with the state Financial Management System (FMS) to generate a purchase order. This component is required to be used in order to acquire signs from MoDOT’s sign manufacturer.

Field Inventory is the component of SMS which contains records for locations of all signs located on MoDOT right of way, including signs MoDOT does not maintain. This component of SMS must be used to inventory all signs on MoDOT right of way. These records are in terms of "sign assemblies" or a record of a sign support and all of the signs that are mounted on that support. Sign supports can be one of MoDOT’s typical ground-mounted sign posts or the variety of overhead sign mounting structures. Details for each sign assembly can be recorded in this system, including, but not limited to the number of posts, type of post, type of overhead sign structure, sign location (left, overhead, right) and mounting height. The history of each assembly and each sign on each assembly can also be recorded in this system, including but not limited to sign installation date, repair date and inspection date. The only piece of data which is automatically recorded for an assembly record is the inspection history from the inspection component of the system. As with any database, the quality and accuracy of the data available is directly related to the accuracy and management of the data entered into the system. There are many fields for data available for each assembly record, some fields are required and others are optional.

At a minimum an assembly record must include:

:* District
:* County
:* Travelway ID
:* Maintained by and Org Code
:* GPS sign location (recorded from the travel lane)
:* Sign number/code
:* Support type (post or structure)
:* Post / Structure Type
:* Orientation of sign to the roadway.

Optional fields, but recommended as bests practices include:

:* Sign legend, for variable message signs
:* Number of posts
:* Post type and size
:* Post offset from the roadway
:* Footing type
:* Breakaway.

Sign Inspection must be conducted utilizing the sign inspection tool of SMS. This component is referenced as the "client tool" as it is one of the few components of SMS that is not web-based. The inspection tool is a software component of SMS loaded on individual laptops allowing field inventory data and TMS data to be loaded on the machine. Once on the laptop, the system can be operated independent of a network connection to inspect and update field inventories. Once an inspection is completed and/or inventory is updated, the data must be uploaded back to the web-based system to update the primary database.
Work Orders are used in SMS to process the work generated by sign inspections. Work orders are auto-generated when a deficiency is identified during an inspection. Once generated, a work order must be approved and assigned to the appropriate crew. Once the work is completed, the work order must be closed. The identification of the deficiencies and the completion of the work order create the history of the correction in each record. The work order system can be used for any sign work conducted outside of inspections, but it is not a required use for this application.

Warehouse Management is a component of SMS whose use is optional. This system was created as a user interface for FMS to offer more options in viewing and managing sign inventories. The system was designed to permit warehouse managers to establish minimum inventory levels / order points as well as maximum inventory levels. To help promote the use of excess inventory statewide, the system was designed to show the inventory for any sign with an inventory greater than the maximum set by the manager as "excess" so other districts could see availability. The tool is also designed to give managers the ability to reserve part of their inventory for special projects so these would not appear as excess.

==903.2.25 Design Aspects of Signing==
===903.2.25.1 Scope of Signs and Signing===
'''Standard.''' The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.

'''Guidance.''' Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.

===903.2.25.2 Plan Development Procedure===
'''Standard.''' The preparation of signing plans requires the cooperation and coordination between the district and Central Office.

When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.

When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.

'''Guidance.''' [https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.

Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.

The district should prepare proposed sign locations and review the plans for standards and quality control.

When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.

It is recommended that all non-standard signs be identified, with justification for the non-standard designs.

For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.

The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]]. [https://modotgov.sharepoint.com/sites/DE/ Design Division] is available for consultation during any part of the plan preparation process.

All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an [https://epg.modot.org/index.php/903.4_Overhead_Guide_Sign_Mounting overhead] or [https://epg.modot.org/index.php/903.3_Post-Mounted_Signing post-mounted] sign. [http://sp/sites/ts/Pages/default.aspx Traffic] should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.

'''Option.''' Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.

Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.

In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.

'''Support.''' Fig. 903.2.25.2.1 and Fig. 903.2.25.2.2 show the steps taken from early plan development to final design.

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.2.10.1a.jpg|center|thumb|800px|'''<center>Fig. 903.2.25.2.1, Existing and Preliminary Signing Plans Flowcharts</center>''']]
|-
|[[image:903.2.10.2a.jpg|center|thumb|800px|'''<center>Fig. 903.2.25.2.2, Final Signing Plans Flowchart</center>''']]
|}

Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.

Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.

Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.

When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]].

When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.

When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.

The district prepares tabulation sheets on [https://www.modot.org/media/16702 Forms D-29 (Sign Posts, Footings, Delineators and Mileposts)], [https://www.modot.org/media/16703 D-30 (Signs)] and [https://www.modot.org/media/16705 Data Sheets D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.

On Form D-29, all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.

On Form D-30, all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.

Truss data sheet forms are completed for all trusses. Form D-32 is used for cantilever and butterfly box trusses. Form D-33 is used for span and span-cantilever box trusses. Form D-34 is the truss data sheet used for all tubular sign supports.

Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.

Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.4 Overhead Sign Mounting|EPG 903.4 Overhead Sign Mounting]] for additional overhead sign support structure information.

===903.2.25.3 Signing Plans===
'''Standard.''' When signing is a separate project, the plans are assembled in the following order:
:1. title sheet
:2. quantity sheets for roadway items
:3. sign location plan sheets
:4. special sheets
:5. traffic control plans
:6. erosion control plan
:7. tabulation sheet [https://www.modot.org/media/16702 (D-29)]
:8. tabulation sheet [https://www.modot.org/media/16703 (D-30)]
:9. special sign detail sheets [https://www.modot.org/media/16704 (D-31)]
:10. design data sheets for cantilever and butterfly box trusses [https://www.modot.org/media/16705 (D-32)]
:11. design data sheets for overhead span box trusses [https://www.modot.org/media/16706 (D-33)]
:12. design data sheet for tubular trusses [https://www.modot.org/media/16707 (D-34)]
:13. truss cross-section sheets
:14. cross-sections for post-mounted signs
:15. special sheets for bridge-mounted signing

Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:

:1. sign location plan sheet
:2. tabulation sheet (D-29)
:3. tabulation sheet (D-30)
:4. special sign detail sheets (D-31)
:5. design data sheets for cantilever and butterfly box trusses (D-32)
:6. design data sheets for overhead span box trusses (D-33)
:7. design data sheet for tubular trusses (D-34)
:8. truss cross-section sheets
:9. cross-sections for post-mounted signs
:10. special sheets for bridge-mounted signs
:11. any miscellaneous special signing detail sheets.

===903.2.25.4 Quantity Computations===
'''Standard.''' Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.

All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in Standard Plan 903.03 to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.

Concrete for sign support structures shall be totaled on Form D-29. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.

Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].

All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.

See [https://www.modot.org/media/16921 Standard Plan 903.03] for payment of delineators. Delineators shall be paid for per each on Form D-29, and include installation, bolts, post and sign.

Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on Form D-29. Breakaway assemblies are incidental for pipe and structural steel posts.

Backing bar lengths and weights shall be shown on Form D-29, and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.

Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.

Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.

'''Option.''' Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.

'''Support.''' Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.

[[Category:903 Highway Signing|903.02]]

907.4 Missouri Uniform Accident Report

2024-12-16T18:42:35Z

Hoskir:

[[image:MUCR.png|right|300px|link=https://epg.modot.org/forms/general_files/TS/MUCR_Manual.pdf]]

[https://epg.modot.org/forms/general_files/TS/MUCR_Manual.pdf The Missouri Uniform Accident Report Preparation Manual] was last revised January 1, 2024 and is the document used by law enforcement in the event of a crash resulting in a death, a personal injury or property damage of $500 or more. The Missouri uniform accident report is often referred to as the crash report.

The crash report contains information about the people involved in the crash, road condition, vehicle actions, etc. that show aspects of the crash. By knowing how the crash occurred, countermeasures can be implemented to prevent future crashes. Information available on a crash report that are typically important to review:

:* Accident data and time
:* Crash location
:* Crash diagram
:* Person information, i.e. use safety device, personal injury level, etc.
:* Type of vehicles involved
:* Vehicle’s sequence of events
:* Contributing circumstances
:* Traffic control
:* Roadway information, i.e. profile, alignment, pavement type, etc.
:* Weather condition at time of crash and
:* Brief narrative about events of the crash.
[[image:606.2.3 Accident Cleanup.jpg|left|175px|thumb|<center>'''Accident Cleanup'''</center>]]
The Missouri State Highway Patrol maintains the current version of the crash report. It was last revised January 1, 2024.

Images of individual crash reports can be read using MoDOT’s [http://tmshome Transportation Management System’s (TMS)] Accident Browser application. The viewable images of crash reports can be accessed in Accident Browser back to early 1997. Prior to 1997, viewable crash reports are stored regionally on microfilm.

[[Category:907 Traffic Safety|907.04]]