Category:143 Practical Design - Revision history

Hoskir at 19:22, 12 December 2024

2024-12-12T19:22:11Z

← Older revision		Revision as of 14:22, 12 December 2024
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	Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.		Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.

	[[Category:~~100 General~~]]		[[Category:100_GENERAL]]

Hoskir at 20:37, 26 November 2024

2024-11-26T20:37:19Z

← Older revision		Revision as of 15:37, 26 November 2024
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	====143.2.5 Temporary Traffic Control====		====143.2.5 Temporary Traffic Control====
	Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.		Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.

			[[Category:100 General]]

Kleins1: updated minimum guardrail height

2022-05-03T20:48:07Z

updated minimum guardrail height

← Older revision		Revision as of 15:48, 3 May 2022
Line 65:		Line 65:

	====143.2.4 Roadside Hardware====		====143.2.4 Roadside Hardware====
	Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of ~~27 3/4~~ inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. (Refer to [[606.1 Guardrail#606.1.3 Guardrail Systems\|EPG 606.1.3 Guardrail Systems]] for further guidance about Midwest Guardrail System (MGS) guardrail and installation heights for MGS and non-MGS guardrail.) As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.		Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of 31 inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. (Refer to [[606.1 Guardrail#606.1.3 Guardrail Systems\|EPG 606.1.3 Guardrail Systems]] for further guidance about Midwest Guardrail System (MGS) guardrail and installation heights for MGS and non-MGS guardrail). As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.

	====143.2.5 Temporary Traffic Control====		====143.2.5 Temporary Traffic Control====
	Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.		Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.

Smithk: Updated website links for increased security

2021-10-25T17:36:11Z

Updated website links for increased security

← Older revision		Revision as of 12:36, 25 October 2021
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	For typical roadway project, materials generally make up a significant portion of the total project costs. On projects that are not let using alternate or optional bid, using the lowest grade, thickness and width of material usually will provide the least expensive alternative. This must be tempered with project expectations, the scope of work and the purpose and need, but designers should always be looking at the cost effectiveness of the proposed work.		For typical roadway project, materials generally make up a significant portion of the total project costs. On projects that are not let using alternate or optional bid, using the lowest grade, thickness and width of material usually will provide the least expensive alternative. This must be tempered with project expectations, the scope of work and the purpose and need, but designers should always be looking at the cost effectiveness of the proposed work.

	In any project that replaces areas or segments of pavement, consideration should be given to reuse of existing materials. This includes the possible rehabilitation of existing pavement in place. There may be benefit to keeping small areas such as turn lanes, ramp segments and shoulders adjacent to new work and adjusting the condition or grade of these locations with overlays or other additional structure. A significant number of [~~http~~://epg.modot.~~mo.gov~~/index.php?title=Category:130_Value_Engineering#130.2_Value_Engineering_Change_Proposals Value Engineering Change Proposals] are associated with reuse of existing pavement or shoulders, by some type of rehabilitation, and elimination of complicated staging, traffic control or construction processes.		In any project that replaces areas or segments of pavement, consideration should be given to reuse of existing materials. This includes the possible rehabilitation of existing pavement in place. There may be benefit to keeping small areas such as turn lanes, ramp segments and shoulders adjacent to new work and adjusting the condition or grade of these locations with overlays or other additional structure. A significant number of [https://epg.modot.org/index.php?title=Category:130_Value_Engineering#130.2_Value_Engineering_Change_Proposals Value Engineering Change Proposals] are associated with reuse of existing pavement or shoulders, by some type of rehabilitation, and elimination of complicated staging, traffic control or construction processes.

	Shoulders of existing facilities are often in good shape and do not require the same additional structure that may be warranted on the mainline pavement. In instances where the shoulder cross slope and the algebraic difference of slope from the pavement to the shoulder will allow, the overlay on the shoulder can be tapered. Even a modest reduction of the outside overlay thickness on a shoulder can reduce material costs enough to be warranted. Additionally, this taper can help reduce the generated edge drop off and the impacts to roadside hardware.		Shoulders of existing facilities are often in good shape and do not require the same additional structure that may be warranted on the mainline pavement. In instances where the shoulder cross slope and the algebraic difference of slope from the pavement to the shoulder will allow, the overlay on the shoulder can be tapered. Even a modest reduction of the outside overlay thickness on a shoulder can reduce material costs enough to be warranted. Additionally, this taper can help reduce the generated edge drop off and the impacts to roadside hardware.

	====143.2.2 Grading====		====143.2.2 Grading====
	Considerable expense is often generated by the need for retaining walls. In depth consideration should be given to the variables associated with these decisions. Adjusting slopes and right of way lines might prevent the need for [~~http~~://epg.modot.~~mo.gov~~/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls MSE walls] that require lifetime maintenance and upkeep. In these instances, consideration must be given to the total project costs including construction, right of way, utilities and long term maintenance. A cost estimate for the possible scenarios should be considered.		Considerable expense is often generated by the need for retaining walls. In depth consideration should be given to the variables associated with these decisions. Adjusting slopes and right of way lines might prevent the need for [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls MSE walls] that require lifetime maintenance and upkeep. In these instances, consideration must be given to the total project costs including construction, right of way, utilities and long term maintenance. A cost estimate for the possible scenarios should be considered.

	On even small projects, significant excess or borrow can be very expensive. Every effort should be made to adjust the profile grade so that the project generates a slight excess. It is typically easier to negotiate disposal of a small amount of excess material than the complications associated with a material deficiency. In instances where borrow material cannot be avoided, consideration should be given to all available resources in the project area. Flexibility for the contractor general equates to improved pricing and assists our partners to minimize project costs. Where MoDOT owns right of way in the project area, consideration should be given to the possibility of borrow material from these available sites. When the material that is available in the area varies greatly, guidance on any necessary construction requirements for each specific material could be provided in the contract documents to assist contractors in preparing their bid based upon the most cost effective material for their means and methods.		On even small projects, significant excess or borrow can be very expensive. Every effort should be made to adjust the profile grade so that the project generates a slight excess. It is typically easier to negotiate disposal of a small amount of excess material than the complications associated with a material deficiency. In instances where borrow material cannot be avoided, consideration should be given to all available resources in the project area. Flexibility for the contractor general equates to improved pricing and assists our partners to minimize project costs. Where MoDOT owns right of way in the project area, consideration should be given to the possibility of borrow material from these available sites. When the material that is available in the area varies greatly, guidance on any necessary construction requirements for each specific material could be provided in the contract documents to assist contractors in preparing their bid based upon the most cost effective material for their means and methods.

Smithk: /* 143.1 Introduction */ updated link

2021-06-25T15:39:53Z

143.1 Introduction: updated link

← Older revision		Revision as of 10:39, 25 June 2021
Line 40:		Line 40:
	Practical Design defines the scope by focusing on achieving the project purpose and need while considering the surroundings of each project. It encourages sensitivity to where the project is located, whether it is an interstate or a letter route and allows the surrounding context to help determine the design criteria. Practical Design's goal is to produce the best value for the least cost. Life cycle costs must be considered so the burden is not shifted to maintenance.		Practical Design defines the scope by focusing on achieving the project purpose and need while considering the surroundings of each project. It encourages sensitivity to where the project is located, whether it is an interstate or a letter route and allows the surrounding context to help determine the design criteria. Practical Design's goal is to produce the best value for the least cost. Life cycle costs must be considered so the burden is not shifted to maintenance.

	MoDOT identified the small percentage of its standards that accounted for the vast majority of its expenditures. Those standards were studied and [~~http~~://www.modot.org/~~business~~/documents/~~PracticalDesignImplementation~~.pdf rewritten with greater flexibility], allowing for more innovation on the part of designers. Even with the greater flexibility, standards in the practical design system function as a starting point for project decisions, rather than a destination. The real project decisions are based entirely on the purpose and need of the facility as well as its context.		MoDOT identified the small percentage of its standards that accounted for the vast majority of its expenditures. Those standards were studied and [https://www.modot.org/sites/default/files/documents/highway_safety/practicaldesignimplementation.pdf rewritten with greater flexibility], allowing for more innovation on the part of designers. Even with the greater flexibility, standards in the practical design system function as a starting point for project decisions, rather than a destination. The real project decisions are based entirely on the purpose and need of the facility as well as its context.

	Practical Design provides good solutions across the entire system, as opposed to perfect solutions in isolated locations. In this manner, the entire highway system improves and even a modest budget can be stretched to provide quality transportation for Missouri’s taxpayers.		Practical Design provides good solutions across the entire system, as opposed to perfect solutions in isolated locations. In this manner, the entire highway system improves and even a modest budget can be stretched to provide quality transportation for Missouri’s taxpayers.

Smithk at 20:04, 9 March 2020

2020-03-09T20:04:35Z

← Older revision		Revision as of 15:04, 9 March 2020
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	\|<center>'''Practical Design Successes'''</center>		\|<center>'''Practical Design Successes'''</center>
	\|-		\|-
	\|[[media:140.1 Osage County D.pdf\|Osage County Route D]]		\|[[media:140.1 Osage County Da.pdf\|Osage County Route D]]
	\|-		\|-
	\|[[media:140.1 St. Louis County I-64.pdf\|St. Louis County I-64]]		\|[[media:140.1 St. Louis County I-64a.pdf\|St. Louis County I-64]]
	\|-		\|-
	\|[[media:140.1 Barry County 37.pdf\|Barry County Route 37]]		\|[[media:140.1 Barry County 37a.pdf\|Barry County Route 37]]
	\|-		\|-
	\|[[media:140.1 Greene County ~~160~~.pdf\|Greene County Route 160]]		\|[[media:140.1 Greene County 160a.pdf\|Greene County Route 160]]
	\|-		\|-
	\|<center>'''Video'''</center>		\|<center>'''Video'''</center>

Smithk: /* 143.2.4 Roadside Hardware */ Per EPS, for readers' convenience, added a reference and link to EPG 606.1 to help readers find guardrail installment height info

2019-04-09T20:06:36Z

143.2.4 Roadside Hardware: Per EPS, for readers' convenience, added a reference and link to EPG 606.1 to help readers find guardrail installment height info

← Older revision		Revision as of 15:06, 9 April 2019
Line 65:		Line 65:

	====143.2.4 Roadside Hardware====		====143.2.4 Roadside Hardware====
	Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of 27 3/4 inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.		Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of 27 3/4 inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. (Refer to [[606.1 Guardrail#606.1.3 Guardrail Systems\|EPG 606.1.3 Guardrail Systems]] for further guidance about Midwest Guardrail System (MGS) guardrail and installation heights for MGS and non-MGS guardrail.) As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.

	====143.2.5 Temporary Traffic Control====		====143.2.5 Temporary Traffic Control====
	Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.		Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.

EPGsysop: /* 143.2.2 Grading */

2017-04-07T18:44:49Z

143.2.2 Grading

← Older revision		Revision as of 13:44, 7 April 2017
Line 57:		Line 57:
	Considerable expense is often generated by the need for retaining walls. In depth consideration should be given to the variables associated with these decisions. Adjusting slopes and right of way lines might prevent the need for [http://epg.modot.mo.gov/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls MSE walls] that require lifetime maintenance and upkeep. In these instances, consideration must be given to the total project costs including construction, right of way, utilities and long term maintenance. A cost estimate for the possible scenarios should be considered.		Considerable expense is often generated by the need for retaining walls. In depth consideration should be given to the variables associated with these decisions. Adjusting slopes and right of way lines might prevent the need for [http://epg.modot.mo.gov/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls MSE walls] that require lifetime maintenance and upkeep. In these instances, consideration must be given to the total project costs including construction, right of way, utilities and long term maintenance. A cost estimate for the possible scenarios should be considered.

	On even small projects, significant excess or borrow can be very expensive. Every effort should be made to adjust the profile grade ~~such~~ that the project generates a slight excess. It is typically easier to negotiate disposal of a small amount of excess material than the complications associated with a material deficiency. In instances where borrow material cannot be avoided, consideration should be given to all available resources in the project area. Flexibility for the contractor general equates to improved pricing and assists our partners to minimize project costs. Where MoDOT owns right of way in the project area, consideration should be given to the possibility of borrow material from these available sites. When the material that is available in the area varies greatly, guidance on any necessary construction requirements for each specific material could be provided in the contract documents to assist contractors in preparing their bid based upon the most cost effective material for their means and methods.		On even small projects, significant excess or borrow can be very expensive. Every effort should be made to adjust the profile grade so that the project generates a slight excess. It is typically easier to negotiate disposal of a small amount of excess material than the complications associated with a material deficiency. In instances where borrow material cannot be avoided, consideration should be given to all available resources in the project area. Flexibility for the contractor general equates to improved pricing and assists our partners to minimize project costs. Where MoDOT owns right of way in the project area, consideration should be given to the possibility of borrow material from these available sites. When the material that is available in the area varies greatly, guidance on any necessary construction requirements for each specific material could be provided in the contract documents to assist contractors in preparing their bid based upon the most cost effective material for their means and methods.

	====143.2.3 Drainage, Culverts and Pipe====		====143.2.3 Drainage, Culverts and Pipe====

Smithk: /* 143.2.4 Roadside Hardware */ Revised the minimum guardrail height of “26.5 inches” to “27 ¾ inches” for guardrail replacement guidance.

2016-05-31T19:18:03Z

143.2.4 Roadside Hardware: Revised the minimum guardrail height of “26.5 inches” to “27 ¾ inches” for guardrail replacement guidance.

← Older revision		Revision as of 14:18, 31 May 2016
Line 65:		Line 65:

	====143.2.4 Roadside Hardware====		====143.2.4 Roadside Hardware====
	Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of ~~26.5~~ inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.		Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of 27 3/4 inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.

	====143.2.5 Temporary Traffic Control====		====143.2.5 Temporary Traffic Control====
	Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.		Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.

Smithk: Per EPG, new guidance leads designers to consider typical items during project design to produce a practical application of radical cost control.

2015-06-30T14:27:21Z

Per EPG, new guidance leads designers to consider typical items during project design to produce a practical application of radical cost control.

@@ Line 15: / Line 15: @@
 |[[media:143.wmv|Safe and Sound Bridges, Pettis County]]
 |}
 [[image:143.jpg|left|105px]]
 Funding for highways is rarely adequate to cover all the needs of the system, and a recessed or depressed economy only complicates the issue.  In 2004, MoDOT recognized such an economy on the horizon.  Realizing it had no control over its future funding stream, the department began to focus on the most efficient way to spend its money, however small the amount.
@@ Line 21: / Line 23: @@
 For example, if a bridge over a creek can no longer convey traffic safely, the purpose and need is to provide for that crossing. In the past, however, design standards would dictate that the new structure be wider, higher and longer than the existing. There was also a tendency to upgrade other highway aspects in the general vicinity just because they were there.
-{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="290px" align="right"
+{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="320px" align="right"
 |-
 |<center>'''Practical Design Ground Rules'''</center>
@@ Line 41: / Line 43: @@
 Practical Design provides good solutions across the entire system, as opposed to perfect solutions in isolated locations.  In this manner, the entire highway system improves and even a modest budget can be stretched to provide quality transportation for Missouri’s taxpayers.