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If multiple active localized qualifying work areas occur without positive protection, per mainline traffic direction, provide a uniformed LEO and official patrol car in advance of:

Signs shall be covered or removed when a construction zone is discontinued for a period of thirty days or more. Additionally the agency may require signs to be covered or removed for a specific shorter period.

Table 697-1c. Traffic Flow Options Inside Work Zones As noted in Sections 606-16, 630-2 and 640-24.4, Tables 697-1a through 697-1f present a Compendium of Traffic Control Options of various traffic control strategies and traffic control options. Table 697-1c addresses traffic flow options inside work zones.

The use of PCMS should be reserved for situations where signs must be changed frequently and/or where the next required message cannot be predicted in advance. When a message is known in advance or when it could be determined before there is a need to display it, then a fixed-message sign is appropriate. Certainly, messages such as LEFT/RIGHT LANE CLOSED AHEAD should not be considered for PCMS display because there are standard signs readily available for this purpose and emphasis can be added with flashers or flags at a nominal cost. Similarly, non-standard messages such as ROAD WORK WILL CLOSE TWO (2) LANES BEGINNING APRIL 20, 2012 can normally be determined well in advance of need and included in the plans as fixed-message signs. Even where sign messages must change periodically, a fixed-message sign with flip-up panel may be more appropriate.

As noted in Subsection 608-7.2.1, all ODOT personnel working on an incident scene will be required to follow the Incident Command System (ICS). In the ICS there is an Incident Commander (IC) who functions as the leader for the incident response. Usually this role is held by the fire chief for large incidents, but other high ranking first responders may hold the position as well. Also, the position may change hands, from one IC to another, based on the stage of the incident clearance. For example, the fire chief may be in charge until all the victims have been removed from the scene. At this point, a police officer may take control to facilitate the vehicle removal process.

Work Zones can affect the normal operation of signalized intersections. In these cases, the MOT plans shall provide updated signal timing to accommodate the new traffic volumes and patterns caused by the work zone at ALL of the signals impacted by the work zone, without regard to their proximity to the physical work.

The exposed end of the PB should be located at a distance from the edge of the traveled way equal to the clear zone distance for the facility as discussed in L&D Manual Volume 1, Section 600.2, plus a minimum of two full PB sections beyond. When this is not practical, impact attenuators shall be provided on the exposed ends of PB located within the clear zone. See Section 641-23 and Traffic SCD MT-101.75 for design guidance for impact attenuator placement.

The public reacts negatively to seeing lane closures in areas of no activity. To avoid such situations on projects of considerable length, it may be desirable to concentrate activity in one Section of the project at a time, and to minimize the lengths of lane closures accordingly. On multi-year projects, concentrating work in a portion of the project each construction season may allow an added benefit of opening the entire highway during the inactive winter months.

Furnish Longitudinal Channelizers from the Approved List found on the Office of Materials Management website. For installation procedures, follow the manufacturer’s instructions.

This standard drawing is to be used where it is necessary to close one lane of a two-lane highway and where the longer length of time of the closure would not lend itself to the use of a flagger. Hazards under these conditions are typically protected by concrete barrier as shown in the drawing. A typical application of this drawing would be part-width bridge construction. However, if the work does not result in the development of significant drop-offs or other significant hazards to the workers or the road users, the designer may consider calling for drums to be used.

ODOT has developed contraflow evacuation route plans for the major metropolitan cities in Ohio. These plans include contraflow operations on freeways in the evacuation areas. These route plans will be combined with procedures from other first response agencies in the future to help build an actual evacuation plan. Emergency plans will be coordinated with local jurisdictions and will be updated as new information becomes available.

Designer Note: This note may be used when it is necessary to provide advance information on fixed signs, as discussed in Section 640-26.

All messages to be displayed on the sign will be provided by the Engineer. A list of all required pre-programmed messages will be given to the Contractor at the project preconstruction conference. The sign shall have the capability to store up to 99 messages. Message memory or pre-programmed displays shall not be lost as a result of power failures to the on-board computer. The sign legend shall be capable of being changed in the field. Three-line presentation formats with up to six message phases shall be supported. PCMS format shall permit the complete message for each phase to be read at least twice.

Figure 698-9. Pothole Patching on Multi-Lane Facilities That Will Violate the PLCS Figure 698-9 is an example of TTC guidelines established in Section 660-3.3 for pothole patching on ODOT-maintained multi-lane facilities that will violate the PLCS.

For Traffic SCD MT-99.50, all items will be included for payment under Item 614 Maintaining Traffic, except the following:

Table 697-7. Barrier Offset on Curved Roadways As noted in Section 641-19, Table 697-7 summarizes required offsets for barriers on curved roadways.

Crossover construction refers to the concept of maintaining two-way traffic operation on one side of a divided highway while the contractor performs work on the other side of the roadway. See OMUTCD 6G.16 and Figure 6H-39. As noted in Section 641-11.2, design of crossover roadways is also addressed in Section 640-12 and Figures 698-4 through 698-7 and 698-12. There is also additional information on this work in Sections 607-12 and 607-13, Traffic SCDs MT-95.70, 95.71, 95.72, 95.73, and 99.30.

An estimated quantity of Each of Item 614 Work Zone Raised Pavement Marker has been provided and carried to the General Summary.

When removing barrier for the installation of a crossover, impacts to the existing drainage as well as potential conflicts with existing inlets should be evaluated. Additional guidance for drainage requirements during MOT Phasing is provided in L&D Manual Volume 2, Section 1009. A temporary slotted drain may be installed if the drainage requirements cannot be met in accordance with L&D Manual Volume 2, Section 1009; refer to Hydraulic SCD DM-1.3.

In order to work on an entire entrance ramp, it will be necessary to use both detail drawings from the applicable SCD. Traffic operation under the detail shown on the second page of each of these drawings may be significantly restricted, and poorer operation can be anticipated. Therefore, the design and project implementation should attempt to do as much of the work as possible using the detail shown on the first page of each of these SCDs. This should minimize the time and traffic restrictions involved when the work area is as shown in the detail on the second page of the drawing. Consideration should be given to providing temporary pavement to locate the merge/shift area in the first detail shown at a point downstream, which will then allow for adequate acceleration distance to be provided when the work area shifts and the second detail is used.

The work space is that portion of the highway closed and set aside for workers, equipment and material, and a shadow vehicle if one is used upstream. They are usually delineated for road users by channelizing devices or, to exclude vehicles and pedestrians, by temporary barriers.

NO CENTER LINE and NO EDGE LINE signs (W8-12 and W8-H12a) are addressed in OMUTCD Section 6F.47. They should be used when the work obliterates the center or edge line. These signs should be placed at the beginning of the zone and repeated at 2 mile intervals in long zones to remind the road users. They should also be used at major connections, traffic generators, and/or at appropriate intervals as determined by the project engineer, to advise road users entering within the zone. For acceptable temporary pavement marking standards see Section 605-11.11.

An alternate route is similar to a detour except that the work zone remains open to through traffic. The road user is able to choose between following the route through the work zone, or following the signed alternate route.

The first rumble strip pad should be placed before the advance warning devices. The last pad should be placed a minimum of 250 feet in advance of the traffic condition.

A traffic incident management area is an area of a highway where temporary traffic controls are imposed by authorized officials in response to an emergency road user occurrence, a natural disaster, hazardous material spill, or other unplanned incident.

Use of Law Enforcement Officers (LEOs) by contractors other than the uses specified below will not be permitted at project cost. LEOs should not be used where the OMUTCD intends that flaggers be used.

In long-term operations, a double-yellow No-Passing Zone should be added on the approach for the closed lane. The No-Passing Zone shall have a length of “A” as determined from OMUTCD Table 6C-1.

Figure 698-11. WTS Daily Inspection Report Figure 698-11 depicts the daily inspection Form CA-D-8 noted in item 11 of the list of Worksite Traffic Supervisor duties outlined in Plan Note 642-44 (Section 642-44). This form is to be completed within the GoFormz system; however, a copy of the current CA-D-8 document can be found on the Office of Construction Administration’s Inspection Forms website.

Tapers are created by using a series of channelizing devices and/or pavement markings placed to move the traffic out of or back to its normal path. Types of tapers are shown in OMUTCD Figure 6C-2.

Traffic SCD MT-97.10 depicts a typical application using a flagger to close one lane of a two-lane highway for a stationary operation. The distance (“A”) provided from the Flagger symbol sign (W20-7) to the flagger assumes light to moderate traffic with no substantial back-up, thus the distance allows for a typical back-up of cars plus adequate distance to slow from the approach speed to a stop at the end of the queue. Other locations with heavier traffic or a longer work area will increase the queue length build-up just before traffic is released. The designer should increase distance “A” by Plan Note when calculations show the need. Further, MT-97.10, allows the project engineer to increase sign spacing based on expected or actual field conditions at any time.

Where glare screen is provided, the glare screen shall be equipped with vertical stripes on the paddles as shown in Traffic SCD MT-101.70.

Conflicting pavement markings shall be removed by an approved method which will not scar the pavement or may be covered with removable, nonreflective, preformed tape which blends in with the existing pavement surface. Should it be decided to use the removable tape, the tape must be closely monitored, as it may be displaced due to traffic passing over it or inclement weather conditions. See Section 620-6 and C&MS 614.11 and 641.10 for additional information.

The provisions of NCHRP 350 also apply to safety hardware and temporary traffic control devices used on construction projects. This information has been incorporated into the Construction and Materials Specification book in Section 614 Maintaining.

Part-width use of shoulders may be required when either work or channelizing devices encroach upon the traveled lane adjacent to the shoulder.

If there is a need to deviate from the PLCS provided for a specific location, the Lane Closure Queue Analysis Tool, discussed in Section 640-13.2, shall be used.

Simple, two-phase traffic signal systems shall not be used for situations where traffic, including contractors’ vehicles, will be entering the traffic stream, from the work site, between signals. Such intermediate access points shall be kept to a minimum, or avoided completely if possible. If traffic must enter the traffic stream at intermediate locations, an additional signal shall be located at each such location. Each such signal shall be traffic actuated.

Less restrictive changes to the allowable lane closure hours are subject to the Traffic Management in Work Zones Policy (21-008(P)) and Standard Procedure (123-001(SP)) and shall not be implemented until, and unless, approved by the proper ODOT authority. [Existing MOT Exceptions that have already been approved in accordance to the Traffic Management in Work Zones Policy and Standard Procedure are detailed in the Approved Maintenance of Traffic (MOT) Policy Exception(s) plan note.]

Where a temporary alignment will remain in use through the winter, the WZRPMs shall be removed prior to the beginning of the snow-plowing season and replaced approximately April 1, or as otherwise determined by the Engineer.

On the basis of this policy, ODOT developed a series of lane closure schedules. These schedules indicate the hours of the day in which a lane closure is permitted at a subject work zone location. Maintenance of Traffic (MOT) plans shall be in conformance with the permitted lane closure schedule (PLCS). However, as discussed in the policy, exceptions may be permitted, based on results of a queue length study or by exception request. (see Section 601-2).

When all lanes are closed and a detour is required, use one of the two available “Detour” tabs in the Road User Cost Spreadsheet to determine the cost of the additional delay to the road user as a result of the closure and detour.

A plastic water-filled barrier (PWFB) cannot be used as a direct substitute for PB. In locations where the water-filled barrier is used primarily as a channelizing device, the length of the barrier is determined in a manner similar to that for drums. They may also provide a higher level of channelization at certain locations where drums would normally be used, such as at exit ramps.

SHOULDER WORK signs are addressed in OMUTCD Section 6F.37. On expressways and freeways, the RIGHT (LEFT) SHOULDER CLOSED sign (W21-5a) and RIGHT (LEFT) SHOULDER CLOSED AHEAD sign (W21-5b) should be used in advance of the point where the shoulder work occurs and should be preceded by a ROAD WORK AHEAD sign (W20-1).

Portable barrier, portable water-filled barrier, and guardrail are appropriate positive barriers for maintenance of traffic applications. However, the use of these positive barriers must be carefully considered on non-freeway / expressway routes due to property access concerns.

As shown in Traffic SCD MT-98.29, the entrance ramp to the rest area shall be closed by use of drums. The exit ramp from the rest area shall be closed in a similar manner. On major standard highways where a median opening may exist to permit access to and from the rest area, this opening shall also be closed in a similar manner.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums, Warning Lights and Shadow Vehicles.

OMUTCD Chapter 6I and TEM Chapter 608 describe various incident management tools that can be effective in handling different types of incidents. Typically, each incident will require a unique approach and solution.

Work on multi-lane highways can be divided into right-lane closures, left-lane closures, interior-lane closures, multiple-lane closures and closures on five-lane roadways. These situations are addressed in OMUTCD Section 6G.12 and Figures 6H-30, 6H-31, 6H-32, 6H-33, 6H-34, 6H-35 and 6H-37. Related Traffic SCDs are discussed in Chapter 641.

The overall process for Speed Zoning is addressed in Chapter 1203. Section 1203-2.9, Figure 1298-1 and Table 1297-7 address the specific process, guidelines and forms used for review and approval of a Work Zone Speed Zone (WZSZ) on high-speed multi-lane highways. Section 1203-2.9.1 addresses general information about WZSZs.

In the event that more than one MOT Exception was approved for a particular project, include each one as a separate item in the list in the second paragraph along with the respective MOT Exception approval dates. In addition modify the last sentence of the fourth paragraph to list the references for each individual approved MOT Exception.

Raised pavement markers used in work zones shall conform to C&MS 614 or to C&MS 621 as specified in Sections 641-30.2 and 641-30.3. As specified in Sections 641-30.2 and 641-30.3, use of Work Zone Raised Pavement Markers conforming to C&MS 614 is not permitted during the snow-plowing season. The limits of the snow-plowing season at the project site should be determined by the District and specified in the Plans. If dates are not specified, the default dates of snow-plowing season shall be as per C&MS 614.115C (October 15 to April 1) regarding installation of WZRPMs.

C&MS 614.03 contains information about delineation requirements for work vehicles (also see Supplemental Specification 800). Also, the document described in Section 695-4, Quality Standards for Temporary Traffic Control Devices and Acceptable Delineation Methods for Vehicles, provides illustrations of acceptable delineation for supply vehicles.

Where the Contractor has failed to, or cannot respond to, an outage or signal equipment malfunction, at these locations within his responsibility, within periods as specified above, the Engineer may invoke the provisions of Section 105.15 and any subsequent billings to the State or the City of ____________ for Police Services and maintenance services by City forces shall be deducted from monies due or to become due the contractor in accordance with provisions of Section 105.15.

Payment shall be full compensation for all material, labor, incidentals and equipment necessary for furnishing, installing, maintaining and removing each of the above items.

Payment will be for each 24-inch-wide by 4 feet long marking and shall include the pavement marking material used and the surveying work. The following quantity has been carried to the General Summary to be used as directed by the Engineer:

Channelizing devices and their application shall conform to the OMUTCD, the following TEM Sections and the Traffic SCDs. Temporary barriers are discussed in further detail in Section 605-14. Crash cushions are discussed in Section 605-15. Temporary impact attenuators are discussed in Section 605-15.3. Also see Section 640-2 for a discussion of some exceptions.

The temporary flatsheet Speed Limit signs (R2-1) shall be changed to display the appropriate warranted speed limit no earlier than 1 hour before workers arrive and no later than 1 hour after workers depart from a warranted work zone condition.

Drums furnished by the Contractor in accordance with the requirements of the plans, specifications and proposal which become damaged by traffic for reasons beyond the control of the Contractor shall be replaced in kind when ordered by the Engineer. Replacement drums shall be new.

All elements of the barricade closure, including any advance Warning Signs, will be included in the lump sum of Item 614 Maintaining Traffic.

Form 696-4a. Cost Comparison Form 696-4a is submitted as part of the MOTAA described in Section 630-5. Electronic (.pdf and Excel formats) copies of the form are available from the TEM - Maintenance of Traffic Material page.

A phase typically identifies the duration of a specific traffic control set up. That is, at the point in time when one phase is ended and another phase is begun, a change in traffic control set up is involved. On freeway upgrading or resurfacing projects, the first phase often calls for traffic to be maintained on existing pavement while the shoulder is being improved for use as a travel lane in later phases. The final phase often calls for traffic to be maintained on the final pavement surface while miscellaneous work is being completed beyond the shoulder.

Where outages are the direct result of a vehicle crash the response of the Contractor shall be as outlined above. The Contractor shall be responsible for collection of any compensation for this work from those parties responsible for the damage.

Quantities for work zone pavement markings shall be provided in the plans. If the markings are to remain for three days or longer, all Item 614 Class I markings shall be provided. If the markings are to remain for less than three days, consideration may be given to eliminating edge lines if the lines are represented by drums or other acceptable forms of channelization. Additional reduced marking at specific locations may also be appropriate. See OMUTCD Section 6F.78 and TEM Subsection 605-11.11.

Typically, the closure is identified by use of drums; however, PB is shown in Traffic SCD MT-99.50 for use when called for in the plans. A drop-off condition is an example of a situation that might constitute a need for PB (see Subsection 605-5.13 and Traffic SCD MT-101.90). The designer shall determine whether or not the additional protection provided by PB is necessary and shall provide the appropriate quantity.

Designer Note: As noted in Section 605-4.2, this sign shall be used for construction zones on multi-lane divided highways where the work is expected to last thirty days or more, the work length is at least 0.50 miles, and the work is stationary. See Section 605-4.2 for other information about the use of this signing.

Use of drums in permanent situations is not appropriate. A Section of pavement which is to be permanently closed shall be separated from the open traveled lanes by use of PB. The PB shall be located parallel to and offset approximately 4 feet from, the edge line along the shifting taper. Upstream from the shifting taper, the PB shall be continued at the same taper rate as the shifting taper.

Many features along a roadway, and particularly within work zones, present a hazard to the traveling public. These may be fixed objects, drop-offs, severe slopes, opposing traffic, construction materials and equipment, etc. In these instances, a positive means of separating traffic from these hazards must be employed.

The probable initial locations of the WZEWS devices are shown on sheet(s) ____ of the plan. It is expected that these locations will vary based on planned or unplanned phase and traffic pattern changes. Placement, operation, and maintenance and all activation of the devices by the Contractor shall be directed by the Engineer.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations shall be used.

For incidents that result in excessive closures, it is suggested that a Play (detour) be enacted. This will help to reduce congestion around the incident scene and will help to protect first responders. It should be noted that only PLCS mainline segments will have Plays available. If a non-PLCS mainline segment is expected to be closed for an extended amount of time it is recommended that a detour also be established to assist with traffic, but this detour will need to be created and implemented at the incident scene. If an incident results in a Play being used, the various agencies in the area should review the effectiveness of the chosen Play during the debriefing, or after-action meeting. At the debriefing, improvements to the Play and overall incident response should be discussed. See Section 608-2 for more information on debriefings.

The treatments indicated on the SCD are intended for high-volume projects. For low-volume situations, a one-level drop in protection may be used, e.g., use drums instead of PB. For low-speed situations, protection may not be needed. In low-speed situations that are greater than 3”, offset shall be a minimum width to fit a drum and its ballast between the edge of travel lane and the drop off. In all situations, engineering judgment should be used to select the most appropriate treatment for each work zone. (See Section 605-5.13 and OMUTCD Section 6F.44 for additional information.)

In addition to the requirement of C&MS 614 and the OMUTCD, a uniformed LEO with an official patrol car (car with top-mounted emergency flashing lights and complete markings of the appropriate law enforcement agency) should be provided for the following traffic control tasks as approved by the Engineer:

The two directions of a divided highway are considered separate highway sections (see C&MS Item 614.02(B)). Therefore, if the work on a multi-lane divided highway is limited to only one direction, a speed reduction in the direction of the work does not automatically constitute a speed reduction in the opposite direction. Each direction shall be analyzed independently. When a work zone qualifies for a speed limit reduction, Plan Note 642-24 (Section 642-24) and Traffic SCD MT-104.10 (Section 641-34) shall be included in the plans. The Plan Note shall document the WZSZ Revision Number. If DSL Sign Assemblies will be used to implement the WZSZ, Supplemental Specifications (SS) 808 and 908 shall also be included in the plans.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums and Warning Lights.

Where drop-offs occur in work zones, adequate protection shall be provided to protect the road user. Typically the method of protection to be used will be specified in the plans in accordance with Section 605-14. However, occasionally drop-offs that are not addressed in the plans will develop in the field. The purpose of this drawing is to provide instruction to the contractor regarding appropriate methods for protection from drop-offs within work zones where specific instructions have not been provided in the plans.

Table 697-4. Minimum Lane Widths for Maintaining Traffic on Curves (Where D>10 degrees) As noted in Section 640-2, Table 697-4 establishes minimum lane widths for maintaining traffic on sharp curves (degree of curvature exceeds 10 degrees).

The detection on the side approach should be set in the lock mode. For the mainline approaches to the single-lane operation, consideration should be given to setting these approaches on recall.

Because flaggers are responsible for public safety and make the greatest number of public contacts of all highway workers, they should be able to satisfactorily demonstrate the abilities described in OMUTCD Section 6E.01.

This sign shall be used with standard Detour signs when it is necessary to establish a detour for truck traffic, but not other vehicles.

Reflectorization of cones shall be as specified in OMUTCD Section 6F.64, and accomplished with bands of Reboundable retroreflective sheeting (C&MS 730.191).

The Contractor shall provide, erect, maintain and remove an Extra Advance Warning Sign Group as shown on Traffic SCD MT 95.50. The W16-3 Distance plates shall read " MILES". The Right (Left) Lane Closed Ahead signs shall be located _____ miles from the beginning of the lane taper. Spacing of the other signs shall be as shown on Traffic SCD MT 95.40.

As noted in Section 605-13.2 for temporary traffic signals which will be in continuous operation for seventy-two hours or less, pavement marking shall be as shown in Traffic SCD MT- 96.11 (see Section 641-12) with the following exceptions:

XX shall be rounded up to the nearest multiple of 5 mph minus 1. Occupancy may be directed to be used based on certain traffic conditions and scenarios. ODOT will direct the contractor of the thresholds to be used for those areas where occupancy is directed to be used.

A diversion is a temporary rerouting of road users onto a temporary highway or alignment placed around the work space, e.g., median crossovers, runarounds or lane shifts. OMUTCD Figure 6H-7 is an example of a diversion.

Where a series of ROAD WORK AHEAD signs with supplemental distance plates are provided on ODOT-maintained highways, the R-11-H5a sign shall be placed following the final ROAD WORK AHEAD sign immediately preceding the location at which construction activity begins.

A merging taper requires the longest distances because drivers are required to merge with an adjacent lane of traffic at the prevailing speed. The taper should be long enough to enable merging drivers to adjust their speeds and merge into a single lane before the end of the transition. An example of a merging taper is shown in OMUTCD Figure 6C-2.

Coordination with other projects is necessary in order to minimize the inconvenience to road users (see Section 640-17). This may require communication among several government jurisdictions, various offices within ODOT and several contractors.

The second to last sentence of the Plan Note (the bracketed information) shall be included when applicable. Plan Note 642-32 shall also be included in the plans if there are existing MOT Exceptions that have already received approval in accordance to the Traffic Management in Work Zones Policy and Standard Procedure.

Traffic SCDs MT-98.20 and 98.21 show an opening of 420 feet each, which is associated with a 70 miles per hour exiting speed. Openings longer than 420 feet should be used whenever conditions permit. When conditions will not allow a 420 foot opening, shorter values (but not less than 200 feet) may be used. When shorter openings (associated with a speed at least 10 miles per hour less than the posted speed) are used, Advisory Speed signs (W13-1) shall be provided.

Ohio TIM focuses on the ideas of multiple agency cooperation. Each first response agency has different goals and agendas. For law enforcement the focus is on preserving the scene for the collection of evidence to determine negligence, while the fire department is concerned with protecting the scene including the victims and personnel. Along with these agencies, ODOT and other transportation organizations direct their efforts on traffic management and incident clearance, while towing companies are responsible for the removal of vehicles from the incident scene. It is essential for all of these agencies to work together using TIM and quick clearance methods to ensure that everyone can complete their job as safely, quickly and efficiently as possible.

As noted in OMUTCD Section 1A-13, a temporary traffic control zone is “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.”

Form 696-4b. Example of a Completed Cost Comparison Form Form 696-4b is an example of a completed Form 696-4a. Electronic (.pdf and Excel formats) copies of this example are available from the TEM - Maintenance of Traffic Material page.

Designer Note: Unless shown in a detail elsewhere in the plan, this note should be included in the Item 614 Maintaining Traffic note (Section 642-2) on projects where ROAD CLOSED signs are to be used on major relocation projects in rural areas where crossroads are located an appreciable distance from the project. Normally, these signs are positioned at the first crossroad on each side of the relocation.

When a traffic diversion requires that two-way operation be maintained on a roadway which normally carries one-directional traffic, as is the case in crossover construction, the designer shall provide temporary barrier protection from hazards that are in the clear zone of the reversed movement. The designer should evaluate the project to ensure the proper barriers, bridge terminal assemblies, and guardrail end treatments, and to specify the appropriate changes or additions to barrier protection (see Traffic SCD MT-95.82). It is not necessary to change the lap in the existing guardrail.

The website provides information on travel delays and current lane closures to the public. Intercity travelers have the benefit of this information in their trip planning and decision making. Advance knowledge of road conditions and incidents may influence travelers to reroute, postpone or cancel a trip. If changes are not an option, the system lets drivers who do not alter their plans know to expect delays and they are able to plan accordingly. Historical information is only available to ODOT personnel at this time.

Emergency pull-off considerations are addressed in Section 640-5.3. When emergency pull-offs are used on projects, PIS 2010350 shall be included in the plans.

R11-H5a-48 signs shall be furnished, erected, and maintained in good condition and/or replaced as necessary and subsequently removed by the Contractor. Signs shall be mounted at the appropriate offsets and elevations as prescribed by the Ohio Manual of Uniform Traffic Control Devices. They shall be maintained on supports meeting current safety criteria.

When differentiating between the types of vehicles in the zone, “work vehicle” refers to those vehicles used to do the work or haul material, equipment, or workers.

In addition to any notifications required in other notes, the Contractor shall notify the Project Engineer at least 3 business days in advance of implementation of the approved MOT Exception(s) referenced above so that the Project Engineer can send email notification to the Office of Roadway Engineering, Statewide TMC, DWZTM and Special Hauling Permits at least 2 business days in advance of the implementation of the approved MOT Exception(s) referenced above. Reference “Exception Request Approval dated [ ____/____/____ ] for PID [ ________ ]” in the notification and other correspondence.

If project delays, not the fault of ODOT, cause the work to extend into the snow-plowing season, the contractor shall be responsible for replacing Work Zone Raised Pavement Markers (WZRPMS) conforming to C&MS 614, with Raised Pavement Markers conforming to 621, as determined by the Engineer, at the contractor’s expense.

Where design speed becomes an issue on ramps in relation to maintenance of traffic in work zones, a reduced ramp design speed limit can be used as provided in L&D Manual Volume 1 Section 503.2 and Figure 503-1. Ramp design speeds used from this table shall be limited to those classified as Upper Range speeds.

Designer Note: The use of this note is required on all plans to satisfy NEPA regulations as set forth in the ODOT Public Involvement Manual published by the Office of Environmental Services. If ramp or road closures are intended to be implemented in the project, the TEM 642-8 Plan Note shall also be included in the plans.

Provide timing appropriate for the signal location under consideration. Typical flow rates are displayed in Table 697-2 in the ODOT Traffic Engineering Manual (TEM).

Additional Advance Warning Sign Groups (AWSGs) should not normally be required. If an analysis should indicate the need for this group, see Section 641-5.2. In this case, Traffic SCD MT-95.50 shall be included in the plan with a reference in the Item 614 Maintaining Traffic Plan Note requiring additional AWSGs as shown on MT-95.50, except that median-mounted signs would not be used.

To help keep the traffic in the proper lanes, Work Zone Channelizing Lines are used through the transition area, and extended 300 feet in each direction beyond the transition area. Lane Lines may be provided within the tangent sections beyond these points if the length of Lane Line would be 600 feet or greater. However if the length of the Lane Line Section would be less than 600 feet in length, the Channelizing Line shall be continued through the tangent section. Pavement marking and delineation details shall be provided in the plans (see Traffic SCD MT-99.30 and Section 641-30).

Section 605-8 is intended to address signs developed for use on ODOT-maintained highways that are not currently addressed in the OMUTCD. There may be a need for various “special” Information (Guide) Signs that are not in the OMUTCD. They may eventually be incorporated into the OMUTCD; however, if their use is limited they may not be incorporated into that manual. Special Guide Signs should conform to the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

On complex, multi-year Maintenance of Traffic (MOT) Plans consideration may be given to identifying project stages, phases and/or steps.

Ensure the Transportation Management Plans (TMPs) developed by consultants or internal project managers follow the policy and procedures for traffic management in work zones and meet the specific requirements set forth in the Ohio Manual of Uniform Traffic Control (OMUTCD), Traffic Engineering Manual (TEM), ODOT Standard Construction Drawings (SCD), Construction and Material Specifications (CMS), and other relevant guidelines or provisions.

OMUTCD Figure 6H-39 addresses the procedure for two-lane, two-way operation. Treatments for entrance and exit ramps within the two-way roadway segment of this type of work are shown in OMUTCD Figures 6H-40 and 6H-41. Related Traffic SCDs are discussed in Chapter 641.

Advisory Speed Plaques are described in OMUTCD Sections 2C.08 and 6F.52. The designer may specify the use of the Advisory Speed plaque (W13-1) by a Plan Note in 614 Maintaining Traffic. Unless specified, this plaque would only be used when directed by the project engineer. The designer may also specify the speed to be shown (see OMUTCD Section 6F.52). A speed reduction would normally be 10 miles per hour. If the speed is not specified, the speed would be as directed by the project engineer. See Section 640-18.1 (Design and Advisory Speeds) for additional information.

See Section 640-23 and Plan Note 642-45 for contractor’s duties and responsibilities regarding TIM During MOT on applicable projects. See Construction Administration Manual of Procedures (MOP), 614 Maintaining Traffic for Project Engineer specific duties and responsibilities regarding TIM During MOT on applicable projects.

Projects that do not close rivers or streams, but alter existing portages or create otherwise hazardous conditions for watercraft passage, should provide adequate Guide and Warning Signs and protection, where appropriate, along the waterway.

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When looking up the warranted work zone speed limits, always use the original, pre-construction, posted speed limit. Do not use a prior or current work zone speed limit as a look up value in the table. Positive Protection is generally regarded as portable barrier or other rigid barrier in use along the work area within the subject warranted work zone condition. Without Positive Protection is generally regarded as using drums, cones, shadow vehicle, etc., along the work area within the subject warranted work zone condition. Workers are considered as being present when on-site, working within the subject warranted work zone condition. When the work zone condition reducing the existing functionality of the travel lanes or shoulders is removed, the speed limit displayed shall return to the original posted speed limit.

(The signs on the mainline shall be dual mounted unless not physically possible. The first sign shall be placed between the ROAD WORK AHEAD (W20-1) sign and the next sign in the sequence. Signs shall be erected on each entrance ramp and every 2 miles through the construction work limits. Signs on the mainline shall be R11-H5a-48. Signs used on the ramps shall be R11-H5a-24. R11-H5a-24 signs may be used in the median in lieu of R11-H5a-48 signs if it is not physically possible to provide R11-H5a-48 signs in the median.)

Night use of cones on freeways and other multi-lane highways shall be limited to that portion of the closure which is beyond the transition taper area. Night channelization of such transition taper shall be by use of drums.

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Traffic SCD MT-102.10 addresses the use of this shoulder transition to maintain traffic when portable barrier (PB) is used, and Traffic SCD MT-102.20 addresses the use of this traffic control when drums are used to close off the work area. The choice between using PB or drums should be based on the drop off policy as well as consideration of traffic volumes, truck volumes, speed, duration of work and consideration of the degree of hazard. Traffic SCD MT-102.30 incorporates Speed Limit signing and Increased Penalty signing with the shift signing called for in MT-102.10 and MT-102.20.

On two-lane highways, one marking should be used at each one-quarter mile interval and installed across the center line.

In terms of work zone enforcement, emergency pull-offs shall be considered in work zones that are in close proximity to an airport. Airports can act as a conflict to the Air Speed Check Zones specified in Section 642-47. In work zones where Air Speed Check Zones are not possible due to conflicts with airport flight paths, emergency pull-offs can provide space for ground enforcement.

The Contractor shall be responsible for any damage to any traffic signal components required to be handled during the relocation of poles and revisions to the signal system. When a traffic signal must be taken out of service by the Contractor, due to construction procedures, this outage shall not exceed ___ hours and shall not include the hours of ___ to ___. Any signalized intersection, where the signal is out of service due to construction procedures, or due to an outage or malfunction of equipment as described above, shall be protected, by the Contractor, by the installation of temporary "STOP" signs, except for the following intersections which shall be protected by off-duty City of __________ Police, hired by the Contractor:

Analysis of signal timing and traffic capacity should assure that the anticipated traffic can be accommodated, or signalized operation of this sort should not be included in the project.

During any sequence of operations where traffic is to be maintained within 2 feet of the edge of the paved shoulder, the graded shoulder area adjacent to the paved shoulder should be strengthened. Item 411 aggregate placed a minimum of 6 inches deep, or a composition with similar structural characteristics, should be specified for 2 feet beyond the edge of the temporary traveled lane. This treatment should be placed in conjunction with final graded shoulder treatments when such shoulder use is required on final surface course pavements. This treatment may be left in place. When included, these items shall have separate notes and/or details as well as separate pay items.

Channelizing devices guide road users through the work zone, indicate hazardous areas, and exclude road users from the actual work space. The following Sections provide information on channelizing devices that is in addition to the standards and guidelines provided in OMUTCD Chapter 6F. For information on barriers, see OMUTCD Sections 6F.70 and 6F.85 and Sections 605-11.7 and 605-14.

Traffic SCD MT-99.50 is intended for use where a freeway or expressway is closed within a work zone or in an emergency. It is not intended for use in conjunction with “permanent” closures which remain upon completion of the contract. For “permanent” closures see Section 640-28.

Designer Note: This note shall be used for projects involving base widening where traffic is maintained. The allowable depth is calculated to the bottom of the first surfacing course. The designer should refer to Traffic SCD MT-101.90, Drop-offs in Work Zones, to determine the necessary treatment or protection to be specified in the plan.

Designer Note: This note shall be added whenever portable barrier use is specified for traffic control; and, when permanent concrete barrier (or a bridge parapet) is located within 5 feet of the edge of the adjacent travel lane. (For delineation of temporary and permanent guardrail, see Plan Note 642-52.)

C&MS 615.05, provides Class A and Class B pavement designs for temporary roads. These designs are intended to be specified on projects with large traffic volumes where the proposed project pavement design is stronger than either of these two designs. A temporary road pavement should not normally be stronger than the permanent pavement design of the project.

If it is found that lane-closure requirements cannot be met at a reasonable cost for the subject work zone, the District has the option of applying for an exception or modification of the lane closure restrictions at the site. If such exception is not approved, the maintenance of traffic plans shall be revised to meet the requirements of the PLCS.

One disadvantage of crossover construction is that in order to provide entrance and exit ramp access in the direction of travel of the shifted traffic, temporary pavement will be necessary at each interchange. Crossover construction is most beneficial on projects where ramp access is not mandatory. For further information on the advantages and disadvantages of crossover construction, see the compendium of options presented in Tables 697-1a through 697-1f.

Disincentives may be assessed against the contractor for failure to complete his work on schedule. They may also be assessed for failing to reopen a closed lane within an allowable timeframe. The disincentives should be based upon costs incurred by the public as a result of the contractor’s delay in completing the project. Various methodologies are available for analyzing the cost incurred by the public depending on the specific circumstances.

The designer should check the existing median width to determine if sufficient width exists for erection of the median signs. If not, a smaller size median sign should be specified in C&MS 614 Maintaining Traffic.

Additional Advance Warning Sign Groups (AWSGs) should not normally be required. If an analysis indicates the need for this group, it would have to be included in the plan with a reference in Item 614 Maintaining Traffic that the additional AWSG(s) shall be included as part of the signing required for Traffic SCD MT-95.60 (see Section 641-5.2).

Glare screen should be considered for use on PB in accordance with L&D Manual Volume 1, Section 604.1. See Section 605-18 for additional information.

Traffic SCD MT-98.22 addresses closure of the deceleration lane, with an opening located near the gore to provide access from the freeway/expressway to the ramp.

Although the intent of the rumble strips is to alert the road user, the noise may also attract the attention of non-road users on adjacent property. This would be unacceptable in residential areas.

Traffic SCDs MT-98.10 and 98.11 generally address lane closures in the vicinity of entrance ramps. MT-98.10 applies primarily to major reconstruction work, where the work extends beyond the acceleration lane, upstream and downstream on the mainline and upstream on the ramp. MT-98.11 applies to isolated work areas located primarily on the mainline, in the through lane adjacent to the acceleration lane of the entrance ramp.

A copy of these records shall be provided to the Engineer within three (3) working days following completion of each repair.

For some work area locations, it may be desirable to provide additional safety devices such as portable changeable message signs (PCMSs). These units when required must be specifically itemized in the plans. When included, these items shall have separate notes and/or details as well as separate pay items.

The probable initial locations of the WZQDWS devices are shown on sheet(s) ____ of the plan. It is expected that these locations will vary based on planned or unplanned phase and traffic pattern changes. Placement, operation, maintenance and all activation of the devices by the Contractor shall be directed by the engineer.

The hours of operation for FSPs are currently 6AM – 9PM Monday through Friday, mimicking the hours of peak traffic demand, since the FSP services provide the most benefit during this timeframe.

MT-95.70 presents the appropriate design for a single-lane crossover; and MT-95.71 presents the appropriate design for a multi-lane crossover. These designs are basically identical except that along single-lane operations greater than 3 miles in length the SINGLE LANE (W6-H3b) sign is to be erected at 1 mile intervals to keep the road users informed as to the distance remaining to the point where multi-lane operation will be resumed. Additionally, MT-95.70 provides for lane reduction prior to the crossover by closing the left lane. ODOT’s practice is to close the left lane when a lane reduction is necessary in advance of a crossover. MT-95.71 assumes that there is no lane reduction; however, if a lane reduction is provided in advance of a multi-lane crossover, both drawings should be included in the plans.

Transition areas usually involve strategic use of tapers (see Section 602-5), which because of their importance are discussed separately.

The lateral buffer space may be used to separate the traffic space from the work space, or from such areas as excavations or pavement-edge drop-offs. A lateral buffer space also may be used between two travel lanes, especially those carrying opposing flows. The width of a lateral buffer space should be determined by engineering judgment.

The name of the prequalified WTS and related 24-hour contact information shall be provided to the Engineer at the preconstruction conference. If the designated WTS will not be available full time (24/7), the Contractor may designate an alternate (secondary) WTS to be available when the primary is off duty; however, the primary WTS shall remain the point of contact at all times. Any alternate (secondary) WTS is subject to the same training, prequalification and other requirements outlined within this plan note. At all times the Engineer, or Engineer’s representatives, must be informed of who the primary WTS (and secondary WTS, if applicable) is at the current time.

The Plan Note for “Variable Work Zone Speed Zones (VWZSZs) Using Digital Speed Limit (DSL) Sign Assemblies has been deleted. See Plan Note 642-24 (Section 642-24).

Table 697-8. Decision Sight Distance for Entrance Ramp Applications As noted in Sections 607-13 and 607-15, Table 697-8 provides the decision sight distance information used in the applications addressed in those Sections.

Automated Flagger Assistance Devices (AFADs) enable a flagger(s) to be positioned out of the lane of traffic and are used to control road users through temporary traffic control (TTC) zones. These devices are designed to be remotely operated either by a single flagger at one end to the TTC zone or a central location or by separate flaggers near each device’s location.

The following items would normally be included with the lump sum bid for 614 Maintaining Traffic: Signs, Cones, Drums, Arrow Board(s), Warning Lights and Shadow Vehicle.

The typical applications should be modified, as necessary, to fit the conditions of a particular temporary traffic control zone. Other devices may be added to supplement the devices shown in the typical applications, while others may be deleted. The sign spacings and taper lengths may be increased to provide additional time or space for driver response.

ODOT’s diesel spill activities include evaluation of the material and quantity spilled or leaked, clearance from first responders and consideration of other options for spill removal. These activities are regulated to provide safety to ODOT staff and criteria for efficient cleanup.

Traffic SCDs MT-97.11 and 97.12 were developed specifically for use during a paving operation on a two-lane road. Therefore, one shall be included with each two-lane resurfacing plan. MT-97.11 should be used with all non Federal two-lane resurfacing projects. MT-97.12 shall be used with all Federal two-lane resurfacing projects.

For mobile operations, a sign may be mounted on a work vehicle, a shadow vehicle, or a trailer stationed in advance of the temporary traffic control zone or moving along with it. The work vehicle, the shadow vehicle may have a truck-mounted or trailer attenuator (TMA). TMAs are required for shadow vehicles on multi-lane highways (45 mph and above).

“K” relates the peak hour volume to the average daily traffic. If other information is not available, K=0.10 may be assumed.

None of the above shall be construed as collective or consecutive outage time periods at any one location. That is, where more than one outage occurs at any one location then the allotted time limit shall be for the worst single outage.

Form 696-3a. Ramp Information Form 696-3a is submitted as part of the MOTAA described in Section 630-5. Electronic (.pdf and Excel formats) copies of the form are available from the TEM - Maintenance of Traffic Material page.

Each temporary traffic control zone is different. Many variables, such as location of work, road type, geometrics, vertical and horizontal alignment, intersections, interchanges, road user volumes, road vehicle mix (buses, trucks and cars), and road user speeds affect the needs of each zone. The goal of temporary traffic control in work zones is safety with minimum disruption to road users. The key factor in promoting temporary traffic control zone safety is proper judgment.

Potential WZSZ locations shall have an original (pre-construction) posted speed limit of 55 mph or greater, a qualifying work zone condition of at least 0.5 mile in length, an expected work duration of at least three hours, and a work zone condition in place that reduces the existing functionality of the travel lanes or shoulders (i.e., lane closure, lane shift, crossover, contraflow and/or shoulder closure). The length of the work zone condition is measured from the beginning of the taper for the subject work zone condition impacting the travel lanes and/or shoulder to the end of the downstream taper, where drivers are returned to typical alignment. An expected work duration of at least three hours is required to balance the additional exposure created by installing and removing WZSZ signing with the time needed to complete the work.

The ICS can also be classified under a unified approach. This means that there will be many leaders on the incident scene who will take charge of different tasks that need to be accomplished. All of these leaders will then report to one central IC who will help to facilitate the overall operation and who will not have to worry about the details of individual aspects of the incident response.

A longer buffer space should be used when high-speed highways or high truck volumes are involved, or when the work area is located around a curve, over a hillcrest or on a downgrade.

Installation shall be at the locations specified in the plans, in accordance with the manufacturer’s specifications. The Contractor shall repair or replace a damaged unit within 24 hours of a damaging impact.

Temporary traffic control applications are presented in OMUTCD Chapter 6H, in this TEM Chapter (and the related figures in Chapter 698), and in the Traffic SCD MT series. Applications shown in the OMUTCD present minimum standards permitted within Ohio. Traffic control applications presented in the Traffic SCDs are intended for use on ODOT administered projects, and are more restrictive than the applications presented in the OMUTCD. As noted in Section 600-3, applicable SCDs are also recommended for use in ODOT force-account work as much as practical. Additional guidance in proper application of temporary traffic control devices is presented in C&MS 614.

If a truck’s saddle tank is leaking diesel fuel, in addition to using absorbent material, the HT staff may place a collection pool under the leak to contain it.,. However, HT staff may not use leak plugging products (referred to as Plug and Dike) without attending the applicable, more extensive training. For more information, contact the ODOT Office of Employee Development. HT staff may provide leak plugging materials or other supplies and equipment to first responders who have been trained to use it in stopping the leak.

This item shall consist of furnishing and installing a non-gating impact attenuator. Furnish an impact attenuator from the Office of Roadway Engineering’s approved list for Work Zone Impact Attenuators, from the Roadway Standards Approved Products web page.

The black on orange NO REENTRY _____ BOUND sign has been developed for this situation. When an entrance ramp closure may create a problem on freeways and expressways, this sign should be mounted as a supplemental panel with one or more of the Guide Signs for the exit. For signs less than 12 feet in width, the two-line sign (W13-H11P) is available. The width of the W13-H10P or W13-H11P may be increased to match the width of the Guide Sign.

The ODOT diesel spill cleanup is a statewide initiative to provide a safe and quick option for opening freeway travel lanes to traffic when diesel is involved. This initiative is not intended to replace cleanup by the trucking company, its insurer or a cleanup service for the insurer. This procedure is intended for those situations in which the closure violates the PLCS or the County Manager determines that the closure is excessive due to lack of available cleanup services. The goal is to safely and efficiently restore traffic flows.

Information regarding removal, temporary re-erection, and permanent re-erection of Logo Signs, Tourist-Oriented Directional Signs and Sponsor-A-Highway Signs due to construction and maintenance activities is addressed in C&MS 614.07 and 630.09.

In the majority of the cases, it will be necessary to construct temporary pavement or rebuild the shoulders to maintain a minimum desirable lane width. This lane width should be the width of the approach lane, but in no case less than 10 feet. Wherever possible the lane width shall be in addition to a 1 foot offset (preferably 2 feet) from any guardrail or concrete barrier. A separate sheet will be required in the plan to show the details necessary to construct the temporary pavement, as well as the actual width of the pavement to be closed.

Truck lane-use signs R4-5 and R4-H5a are shown in the Traffic SCD MT-102 series. As indicated in the notes for MT-102.10, 102.20 and 102.30, use of these signs should not be automatic. The stability of the shoulder on the specific project should be reviewed to determine whether it is adequate to carry the truck loads which travel on the specific roadway segment. If the shoulder stability is adequate, it should be clearly specified in the plans that the signs are not required. It should be general practice to keep signing to a minimum, as over-signing may create clutter. Use of these signs may be appropriate during one Maintenance of Traffic phase, but may not be appropriate in another phase of the job. For example, such might be the case where a rather unstable existing shoulder is used to carry traffic in Phase 1 while a stable new shoulder is used to carry traffic in Phase 2.

A total solar eclipse event will occur on April 8, 2024, with the path of totality crossing over a large portion of Ohio. Greater than normal travel is expected throughout the state before, during and after the solar event date. Plans shall require the contractor to have all existing lanes (a number of traffic lanes equal to the existing highway) and all newly added lanes (completed and previously open to traffic) open to traffic during the designated period. The designer should lengthen the related restriction period in Section 642-6 (Plan Note 642-6) when there are additional known local events or impacts that may cause an increase in traffic longer than the typical designated period.

Plan Notes 642-36 and 642-37 (Sections 642-36 and 642-37) should be included in the plans to obtain multi-plan, time-of-day or an actuated controller when appropriate.

As shown in C&MS 614 and in the Item Master, many of the traffic control quantities should be itemized, including signing, pavement marking and concrete barriers. (The Item Master and the Summary of Contracts Awarded are both available from the Office of Estimating.) Non-itemized quantities will be paid for as Item 614 Maintaining Traffic.

Attachment of the reflector shall be by a suitable corrosion resistant fastener, bracket or adhesive. Barrier reflectors shall be the same color as the adjacent edge line. When adjacent to a reversible traffic direction lane, barrier reflectors shall be white on one side and yellow on the other side, such that regardless of the direction of travel of the road user, the yellow barrier reflectors will be visible to the road user’s left side and white barrier reflectors will be visible to the road user’s right side. For additional information on type, color and One-Way vs Bi-Directional barrier reflectors, see Sections 307 and 307-4.

Part 1 of the training is complete for all current HTs in counties with PLCS mainline segments, and Part 2 will be implemented within the next several months. Additional training sessions will be provided as necessary for new hires. Questions concerning training and procedures may be referred to the Division of Operations.

The average delay cost per day that is calculated by the detour tab in the Road User Cost Spreadsheet, or some lesser amount, may be used as the incentive/disincentive amounts in innovative contracting methods such as Incentive/Disincentive (PN 121) and A + B Bidding (PN 124, PN 125).

Raised pavement markers should be considered for use along center lines and lane lines on surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

Barrier Reflectors and Object Markers shall be installed on all Portable Barrier (PB) used for traffic control; and, on permanent concrete barrier (including bridge parapets) located within 5 feet of the edge of the adjacent travel lane.

When the longitudinal channelizer is to be used Traffic PIS 2010180 and Plan Note 642-53 shall be included in the plans.

Capacity restrictions shall be evaluated for each project. The capacity criteria below have been developed to assist in identifying when traffic volumes may cause delays and/or backups during construction phases.

As shown in OMUTCD Figures 6C-1 and 6C-2 and Figure 698-1, the buffer space is a lateral and/or longitudinal area that separates road user flow from the work space or an unsafe area, and might provide some recovery space for an errant vehicle. The activity area may contain one or more lateral or longitudinal buffer spaces.

The temporary traffic control zone established for a particular work activity or incident begins with the first advance warning device and ends at the point beyond the work area where traffic is no longer affected. As noted in OMUTCD Section 6C.03, most zones include the following elements: advance warning area, transition area, activity area and termination area. These four areas are described in OMUTCD Sections 6C.04 through 6C.07 and Figure 6C-1. Some of this information is repeated here in Sections 602-4.2 through 602-4.5, and Figure 698-1.

Work along a designated detour or alternate route can also create a negative public response. Under such conditions the road user would be directed around one construction project, only to be directed through another one. See Section 640-17 regarding project coordination.

ORC Section 4511.21(H)(3) allows the Director to establish a Variable Speed Limit that is different from the established speed limit for traffic incidents that occur on all or portions of I-670, I-275 and I-90 (at the intersection with I-71 and continuing to the Ohio-Pennsylvania border). Contact ODOT Traffic Operations for additional information.

Table 697-1b. Corridor Options Outside Work Zones As noted in Sections 606-16, 630-2 and 640-24.4, Tables 697-1a through 697-1f present a Compendium of Traffic Control Options of various traffic control strategies and traffic control options. Table 697-1b addresses corridor options outside the work zone.

Speed feedback signs are not regulatory devices and shall not be used within the project limits of a project with a WZSZ using DSL Sign Assemblies. Use of both devices may lead to driver confusion or may negatively impact the compliance of the regulatory DSL Sign Assemblies.

An important design consideration in the development of temporary traffic control plans involving railroad grade crossings is the potential for vehicles queuing onto the railroad tracks. Adjusting the transition area and/or buffer space might be appropriate so that downstream congestion caused by a lane drop, for example, does not reach the railroad crossing.

Longitudinal Channelizers shall be provided as called for in the plans. A Longitudinal Channelizer consists of a combination of vertical components and longitudinal base components, fit together to create a continuous channelizing device, as detailed in Traffic PIS 2010180. Use of tubular markers, as identified in the OMUTCD, Figure 6F-7, shall not qualify for use as a longitudinal channelizer.

Form 696-1a. Work Zone Constraints Form 696-1a is submitted as part of the Maintenance of Traffic Alternative Analysis (MOTAA) described in Section 630-5 for projects involving Interstates and Interstate Look-alikes. Electronic (.pdf and Excel formats) copies of the form are available from the TEM - Maintenance of Traffic Material page.

Any existing traffic signals within one-half mile must be taken into account when determining the effect of signal operation. Coordination, or modification of the existing signal, may be appropriate in cases where queues from one signal may interfere with the operation of the other.

The DWZTM is a position designated by the District Deputy Director and is responsible for the implementation of Policy 21-008(P) and Standard Procedure 123-001(SP), Traffic Management in Work Zones. This person shall be a registered Professional Engineer in the State of Ohio or have 8 years of experience in MOT and be working under a Professional Engineer. The role should possess a strong working knowledge of highway capacity theory, maintenance of traffic (MOT) strategies and performance, ODOT manuals, standards and practices, and traffic flow modeling tools. Field experience on multi-lane construction projects is highly desirable. If the position is not filled by a Professional Engineer, then duties listed below as Engineering duties must be reviewed and approved by the Professional Engineer supervising the position. All engineering judgements pertaining to the DWZTM position must be completed by a Professional Engineer. The DWZTM is responsible for, but not limited to:

To ensure consistency in the application and calculation of disincentives associated with lane restrictions on roadway segments within the Permitted Lane Closure Schedule (PLCS), all projects with work limits located on these highway segments shall utilize the “Lane(s) Closed on Mainline” tab in the Road User Cost Spreadsheet to determine the appropriate disincentive rate. This spreadsheet is located on the Office of Construction Administration website at the bottom of the page under “CPM Scheduling”. The disincentive rate shall be added to the plans via Proposal Note 127 – Lane Value Contract.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums, and Warning Lights.

Either C&MS 642 (temporary paint) or C&MS 740.06 (temporary tape) may be used on any surface which will either be removed or covered by another surface in a subsequent maintenance of traffic phase. Temporary pavement marking which would conflict with final traffic lanes shall be removable C&MS 740.06 (Type I tape).

In addition to the requirement for flag use described in OMUTCD Section 6E.03, flag use should be limited to emergency situations; however, they may also be appropriate at some intersections and at low speed and/or low volume locations which can best be controlled by a single flagger.

If adequate room is not available to set up the zone because of driveways or intersections, revision will be required as a separate Maintenance of Traffic Plan Sheet, with the provisions of the SCD being adhered to wherever possible.

In addition to the NCHRP 350 criteria, any work on ODOT-maintained highway shall meet the requirements of the OMUTCD and TEM.

The transition area for a lane shift is generally considered to begin 300 feet in advance of the beginning of the shift taper and to end 300 feet beyond the termination of the shift taper. The transition area for a crossover is generally considered to begin 300 feet in advance of the beginning of the crossover geometrics and to end 300 feet beyond the termination of the crossover geometrics. If it is necessary to revise the lengths of these approach distances, the revisions shall be specified in the plans. If the approach distances vary among the several approach distances within the plans, the limits of each transition area within the plans shall be specified individually.

The designer should not overlook the advantage of scheduling adjacent corridor improvements simultaneously, if this would minimize the time period for inconveniencing road users. For example, two adjacent projects, requiring only one season each to construct, could be constructed in the same construction season (rather than in consecutive seasons) to minimize the inconvenience to one season rather than two.

Trench excavation for base widening shall be only on one side of the pavement at a time. The open trench shall be adequately maintained and protected with drums or barricades at all times. Placement of proposed subbase and base material shall follow as closely as possible behind excavation operations. The length of widening trench which is open at any one time shall be held to a minimum and shall at all times be subject to approval of the Engineer.

It is recommended to update the MOTAA and resubmit if the current conditions, scope of work and/or statewide design standards have significantly changed, or an excessive amount of time has lapsed, since the MOTAA was last completed for the respective project.

Designer Note: Unless shown in a detail elsewhere in the plan, this note should be included in the Item 614 Maintaining Traffic note (Section 642-2) on projects where signs and barricades are to be provided.

When the capacity criteria is exceeded, the Procedures set forth in ODOT Policy 21-008(P) shall be followed. Mitigation measures should also be considered in preparing Maintenance of Traffic Plans. These include re-sequencing construction to allow additional lanes to be used, use of shoulders as traffic lanes, temporary pavement, providing additional advance Warning Signs, use of alternate routes and corresponding signing, use of Portable Changeable Message signs or detours, Work Zone Intelligent Transportation Systems, and night work.

As noted in OMUTCD Section 6F.16, with some exceptions, Warning Signs in temporary traffic control zones shall be diamond shaped with a black symbol or message on an orange background. Mounting or space considerations may justify a change from the standard diamond shape, but such variations require prior approval of the highway authority.

As noted in Section 608-3, it is important to log traffic incidents. The ODOT HT or FSP staff who responds to a diesel spill incident shall document the incident. Some Districts may choose to use existing documentation for this and some may create a special diesel spill response form. For recommendations, contact the Office of Traffic Operations (OTO). The information collected shall be as complete as possible for each spill addressed by ODOT and shall be maintained in a District file. The information listed below should be documented for each spill.

If a freeway/expressway has three or more directional lanes and it is necessary to close more than one lane, insert a tangent Section (equal in length to twice the taper) between the end of the first lane closure and the beginning of the second. Dual ground-mounted W4-2-48 signs (W9-H4-144 signs if using extrusheet signing) shall be placed along the tangent, in advance of the taper for the second lane closure, at approximately a distance equal to the length of the taper (also see OMUTCD Figure 6H-37). If additional lanes are closed, the same process shall be repeated.

Faces of construction signs shall be Type IV, IX, XI or Reboundable retroreflective sheeting complying with C&MS 614.03. Except for Warning Signs used in incident management areas, the background color of all construction Warning and Guide Signs shall be fluorescent orange as per C&MS 614.03. For information regarding retroreflective sheeting on other signs, see Section 220.

Warning Signs in temporary traffic control zones are addressed in OMUTCD Chapter 6F. Section 605-5 will be used to provide additional information about Warning Signs discussed in the OMUTCD if needed. Information about Warning Signs used in temporary traffic control zones that are not currently addressed in the OMUTCD are discussed in Section 605-6.

Detour signcolor

In addition to creating vehicular restrictions, work zones and incident areas may also cause conflicts for pedestrian traffic and workers. Pedestrians and workers are exposed to hazardous conditions from both the work activity and the traffic. This Chapter addresses the need to provide for pedestrian and worker safety in temporary traffic control zones. Also see OMUTCD Chapter 6D.

Each sign shall be trailer-mounted and equipped with a functional dimming mechanism, to dim the sign during darkness, and a tamper and vandal proof enclosure. Each sign shall be provided with appropriate training and operation instructions to enable on-site personnel to operate and troubleshoot the unit. The sign shall also be capable of being powered by an electrical service drop from a local utility company. The PCMS shall be delineated in accordance with C&MS 614.03.

There are two classes of WZQDWS. Class I devices are more sophisticated devices meant to be used in long term work zones. The Class II systems are meant for short duration projects and for use in operations such as nightly lane closures.

For additional information on the color and when to specify One-Way vs. Bi-Directional Barrier Reflectors and Object Markers, see Section 605-19.1.

This flow rate can then be used in Table 697-2 by finding the approximate hourly rate of flow in the proper column which defines the length of the one-lane operation (from Stop Line to Stop Line). Moving to the left in the table, the total signal cycle length is determined. If the cycle length is considered acceptable, it can be used to help determine the individual signal interval times.

The Contractor shall also design, furnish, install and maintain a traffic detector on each traffic approach which will reliably detect all legal traffic approaching (but not leaving) the signal as it passes or waits in the designated detector zone shown in the plans. Detector designs which do not provide reliable detection, free from false calls, shall be immediately replaced by the Contractor.

The LEO shall report in to the Contractor prior to the start of the shift, in order to receive instructions regarding specific work assignments during his/her shift. The LEO is expected to stay at the project site for the entire duration of his/her shift. The LEO shall report to the Contractor at the end of his/her shift. Should it be necessary to leave the project site, the LEO shall notify the Engineer. The Contractor shall provide the LEO with a two-way communication device that shall be returned to the Contractor at the end of his/her shift.

Voting days include Presidential Primary (March), Primary Election (May), General/Regular Election (November), Special Elections (March/May/August/November) and the related early in-person voting dates. Presidential Executive Order 14019 issued in 2021 promotes voting access. One aspect of voting access is the ability for voters to reach their polling location without significant or unexpected traffic delays. Voting days are considered special events. The designer should determine if the work zone will impact access to a polling place for any voting days. Check with the Ohio Secretary of State and the applicable County Board of Elections for specific dates and polling locations. For impacted work zones minimize the traffic impacts, maintain pedestrian access, and provide notification to the public of the construction work occurring near the polling location. An additional custom Plan Note may need developed in order to convey specific details regarding restrictions and requirements related to other voting dates if they go beyond the date and restrictions already included in Section 642-6 (Plan Note 642-6).

The OMUTCD and this Part of the TEM also provide examples of common applications of these signs. ODOT standards for application of work zone signing on construction projects are provided in the Traffic SCDs and the TEM, and material requirements are addressed in Chapter 620 and C&MS 614. Also see Part 2 of this Manual for further signing information.

The WTS position has the primary responsibility of implementing the Traffic Management Plan (TMP), monitoring the safety and mobility of the entire work zone, and correcting Temporary Traffic Control (TTC) deficiencies for the entire work zone. The WTS, and alternate WTS when on duty, shall have sufficient authority to effectively carry out the identified WTS responsibilities and duties. The duties of the WTS are as follows:

The Lane Closure Queue Analysis Tool, was developed by Cleveland State University and has been adopted by ODOT to calculate queue lengths in work attributed to the reduction in available lanes. A copy of this spreadsheet and the user manual are available for downloading from the Office of Roadway Engineering website.

The colors for Regulatory Signs shall follow the standards in OMUTCD Chapter 2B. Warning Signs in temporary traffic control zones shall have a black legend on an orange background, except for the Railroad Advance Warning Sign (OMUTCD Section 8B.04), and except for signs in OMUTCD Chapter 2C that are permitted to have yellow or fluorescent yellow-green

When work occurs on a high-volume, highly congested facility, an incident management vehicle storage space may be provided so that emergency vehicles (for example, tow trucks) can respond quickly to road user incidents. If used, this storage area should not extend into any portion of the buffer space.

Only one warranted speed limit applies at any one time; speed limit reductions are not cumulative. WZSZs shall not be used for Moving/Mobile activities, as defined in OMUTCD Part 6.

The vertical component shall be equipped with two 3-inch wide retroreflective bands, placed a maximum of 2 inches from the top, with a maximum of 6 inches between the bands. The longitudinal base components shall be equipped with reflectors.

Payment for providing, erecting, maintaining and removing Extra Advance Warning Sign Groups shall be included in the lump sum bid for Item 614, Maintaining Traffic.

STOP/SLOW sign paddle and flag use are illustrated in OMUTCD Figure 6E-3. The signaling procedures used with the paddle or the flag shall be as described in OMUTCD Section 6E.07.

Driveways and side roads intersecting within or close to the one-lane portion of the temporary traffic control zone should be considered and treated uniformly. The following alternatives should be considered, with the earlier being considered more desirable than those later on the list:

Temporary traffic barriers are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants, and designed to protect workers, bicyclists and pedestrians (see OMUTCD Section 6F.85). More specific information on the use of temporary traffic barriers is contained in AASHTO’s Roadside Design Guide.

The diesel spill cleanup activities are intended to expedite the opening of mainline freeways and mainline freeway lanes to traffic that are closed due to crashes, where:

Retroreflectorization of drums shall be provided by Reboundable retroreflective sheeting complying with the requirements of C&MS 730.191. Additional information regarding use of drums is available in C&MS 614.03.

The cost for the additional barrier required for a gating impact attenuator shall be included in the cost of the gating impact attenuator.

Designer Note: This note shall be used when replacing existing concrete median barrier. The length of this operation should be decided in conjunction with the District Highway Management Administrator.

For isolated (i.e., non-coordinated) traffic signals that are impacted, as described above, new local timing plans shall be provided for each construction phase.

As noted in OMUTCD Section 6F.21, the ONE LANE ROAD AHEAD sign (W20-4) shall be used only in advance of that point where vehicular traffic in both directions must use a common single lane. Where used on high-speed facilities, the 48-inch size sign shall be used. Where speeds are 40 miles per hour or lower and volumes are moderately low, the 36-inch size may be used.

When the work involves closing a lane(s) and a capacity analysis indicated that it is necessary to maintain more lanes of traffic than would remain after closing the lane(s), this drawing provides for use of the shoulder to maintain traffic. If the encroachment into the traveled lane is 2 feet or less, use a lane width reduction. MT-102.20 also provides for shifting of traffic to achieve additional lateral clearance for joint coring (or other similar operation with short periods of encroachment) located at the edge of a closed area without positive protection that is immediately adjacent to an open lane of traffic.

Delineation panels shall consist of panels of delineation, approximately 34 inches long and 6 inches wide and shall be “crimped” and shall be aligned horizontally. Panels shall be provided at the rate of one per section of portable barrier (10 feet max for NCHRP 350; 12 feet max for MASH), or one panel every 10 feet max on permanent barrier (including bridge parapets), spaced evenly along the length of the run. The panels shall be mounted such that the tops of the panels are 26 inches above the pavement. See Plan Note 642-51 in Chapter 642 and Traffic SCD MT-101.70 for further details.

Portable Changeable Message Signs will typically be placed in advance of any other temporary traffic control zone signing and should not replace any required signing. The location of the PCMS may have to be adjusted to keep the sign an appropriate distance in advance of traffic queues. Instead of relocating, an additional PCMS may be employed.

Notice of Closure signs (W20-H13) are intended to give advance notice to the road user of a scheduled road closure. The information provided on these signs includes the month and day, the number of days of the scheduled closure and a telephone number for information. The selected sign shall be erected at or near the point of closure except that more flexibility is acceptable in locating the signs on ramps. The sign should be erected prior to a scheduled road or ramp closure and in accordance with the Notice of Closure Time Table in Plan Note 642-8. The sign shall be erected on the right-hand side of the road or ramp, facing traffic. Additional details on placement of the Notice of Closure signs is provided in Section 642-8 (Plan Note 642-8). For closures of less than 7 days, portable changeable message signs may be substituted for the standard flat sheet signs.

Where horizontal curve geometrics are less than adequate for the temporary road conditions (Dc>10 degrees), curve widening should be provided as called for in Table 697-4.

Figure 698-5. Example of Typical Sections (Existing 4-Lane Facility) Figure 698-5 illustrates typical sections for a median crossover on an existing four-lane facility. Sections 606-16, 607-12 and 640-12 address crossovers.

If a project requires illumination for special situations, the Office of Roadway Engineering (ORE) should be contacted for design guidance.

An Advance Warning Sign Group consists of two W20-1 (ROAD WORK AHEAD) signs, two W20 5 (RIGHT/LEFT LANE CLOSED AHEAD) signs with W16 3a Distance plates, and two W3-H7 (WATCH FOR STOPPED TRAFFIC) signs and required flashing lights.

ODOT will not fund steady-burning (Type C) warning lights on drums used for the purpose of channelization on ODOT-administered projects. If a local agency desires to include lights on drums for channelization, the additional cost of the lights must be funded with local funds.

The Stage 2 MOT plans for projects that have a MOTAA and the subsequent stage MOT Plans for projects with an exception request shall be submitted per Policy 21-008(P), the PDP, and the L&D Manual Volume 3, Section 1306 (see Section 601-3).

It is desirable to maintain lane widths equal to those on the existing facility. A reduction in the lane width will result in a reduction in lane capacity. The desired lane width on freeways and expressways is 12 feet. A 1.5-foot clearance from the edge line to the channelizing devices is also desirable. Where longitudinal barrier is provided, a minimum clearance of 2.0 feet between the barrier toe and the adjacent travel lane and between the barrier toe and work area shall be provided.

The contractor shall install the selected product as per the manufacturer’s recommendations and in accordance with the factors stated above. All Test Level 3 products were crash tested by utilizing some sort of a steel cage, or connectors, so it is imperative the contractor install these “upgrade kits” to match the crash tested design.

The designer shall field review the Section of road since traffic will be flowing in the opposite direction from normal, and if a paved shoulder will be used as a traffic lane, the review should determine:

The typical applications for intersections are classified according to the location of the work space with respect to the intersection area (defined for this purpose by the extension of the curb or edge lines). The three classifications are near side, far side and in-the-intersection. Work spaces often extend into more than one portion of the intersection. For example, work in one quadrant often creates a near-side work space on one street and a far-side work space on the cross street. In such instances, an appropriate temporary traffic control plan is obtained by combining features shown in two or more of the intersection and pedestrian typical applications. OMUTCD Section 6G.13 and Figures 6H-21 through 6H-27 address work within the traveled way at an intersection.

Figure 698-3. Median Crossover for Entrance Ramp Figure 698-3 illustrates a typical application involving a median crossover for an entrance ramp. Section 607-13 provides additional information directly related to this application. Section 606-17 also provides additional information about work near interchanges.

Projects should be scheduled to avoid routing a detour (Section 602-6) through another construction site. See Section 640-16 for information regarding work on detours and alternate routes. Sections 640-17 and 640-18.2.5 address signing for adjacent projects.

During MOT on certain projects, there is a need for enhanced coordination and planning between the contractor, the project engineer and the Department to effectively implement TIM. Plan Note 642-45 shall be included on projects meeting the criteria indicated in the associated Designer Note in order to define the contractor’s role in TIM during MOT.

The opening to the ramp shall have a minimum length of 200 feet. Within this space, the exiting vehicle must shift laterally to enter the exit ramp. Based on the 1985 Highway Capacity Manual, maximum capacity, regardless of design speed, occurs at a speed of 30 to 35 miles per hour. Below this speed, the freeway/expressway will experience unstable flow and capacity will decrease. Therefore, to avoid premature unstable flow and keep the facility at maximum capacity, all design elements on the freeway/expressway must meet or exceed an operating speed of 30 to 35 miles per hour. Consideration should be given to providing temporary pavement at the upstream end of the deceleration lane for use in the second detail of each of these SCDs if necessary in order to provide adequate ramp openings.

While most of the TIM emphasis in Ohio has been on urban freeways, Ohio TIM practices also provide benefits on rural highways. These methods can help reopen rural roads in a timely manner, avoiding or minimizing the use of extensive detours or road blocks.

The number of construction access points shall be kept to a minimum with consideration given to relocating the construction access points during the project as necessary to accomplish construction activities.

In the event pipes are used to divert or carry river water, both the inlet and outlet ends shall be adequately protected by grates or fence so that people or paddle crafts are not drawn through or held by them.

Provision for effective continuity of transit service needs to be incorporated into the temporary traffic control planning process. Oftentimes, public transit buses cannot efficiently be detoured in the same manner as other vehicles (particularly for short term maintenance projects). On transit routes, the traffic control plan (Section 602-2) should provide for features such as temporary bus stops, pull outs and waiting areas for transit patrons.

Any unforeseen conditions not specified in the plans requiring traffic restrictions shall also be reported to the project engineer using the Notification Time Table.

If a temporary traffic control zone requires guidance information different from that existing, the existing permanent Guide Signs shall be removed or covered and superseded by the appropriate temporary Guide Signs.

In February 2024, ODOT will be transitioning to the new PLCS system along with a related new Plan Note. Plans not yet completed with Stage 2 (and design build scopes not yet filed with Central Office) by 3/1/2024 shall be revised to conform to the new PLCS system (and Plan Note). For plans that have completed Stage 2 (and design build scopes that have filed with Central Office) by 3/1/2024, Districts may (except as indicated below) use their discretion on choosing to revise the plans to comply with the new PLCS system (and Plan Note) from the former PLCS system based on the impacts and plan changes that would be required. However, any plan that has finished design and “shelved” but has not been filed with Central Office by 12/31/2024 shall be revised to conform to the new PLCS system (and Plan Note) before the project can be filed with Central Office. All other ODOT related operations (maintenance, etc) that occur on 3/1/2024 or later shall comply with the new PLCS system; Districts may use their discretion on deciding if an earlier districtwide transition date (after system roll out) is used for these operations.

Designer Note: This note shall be used on all four-lane, high-speed projects which will last longer than six months, and on other projects where there is a high probability that a number of signs will be damaged during construction.

Per 23 CFR 630.1006, every plan shall have a Traffic Control, or Maintenance of Traffic (MOT), Plan (see Section 602-2) commensurate with the project’s scope. This Chapter provides guidelines and references used in designing this MOT Plan. Generally, the Plan should include references to related SCDs and show details, notes, sequences, procedures, limitations, equipment, materials and other items required to maintain traffic. Chapter 641 provides additional design information related to specific typical applications and SCDs. Standard Plan Notes for temporary traffic control items are provided in Chapter 642.

Figure 698-1. Component Parts of a Traffic Control Zone As noted in Sections 602-4.1, 602-4.4.4 and 605-5.1, Figure 698-1 illustrates the components of a traffic control zone.

For temporary traffic signals which will be in continuous operation for seventy-two hours or less, pavement marking shall be as shown in Traffic SCDs MT- 96.11 (see Section 641-12) with the following exceptions and qualifications:

In urban temporary traffic control zones, decisions are needed on how to control vehicular traffic, such as how many lanes are required, whether any turns should be prohibited at intersections, and how to maintain access to business, industrial and residential areas. See OMUTCD 6G.11.

See CMS 614.03 for flatsheet temporary traffic control sign sheeting requirements and CMS 614.08 for STOP/SLOW paddle sheeting requirements.

Figure 698-7. Example Typical Sections (Existing 6-Lane Facility) Figure 698-7 illustrates typical sections involving a median crossover for an existing six-lane facility. Sections 606-16, 607-12 and 640-12 address crossovers.

A shifting taper is used when merging is not required, but a lateral shift is needed. The length L should be used for shift taper lengths when the speed is 50 miles per hour or greater. The length one-half L may be used for shift tapers when the speed is less than 50 miles per hour, except on freeways, expressways, and multi-lane divided or undivided highways, where L should be used for all shift tapers, regardless of speed. Where more space is available, it may be beneficial to use longer taper lengths. Guidance for changes in alignment may also be accomplished by using horizontal curves designed for normal highway speeds. An example of a shifting taper is shown in OMUTCD Figure 6C-2.

The end of a concrete barrier, if not treated properly, can represent the most hazardous part of the installation. Therefore, wherever practical, the exposed end of the PB should be terminated outside the clear zone. When the design speed is greater than 40 miles per hour and the barrier is located within the clear zone, consideration should be given to terminating the barrier with a work zone impact attenuator.

Payment for providing, installing, maintaining and removing Longitudinal Channelizers will be made at the unit price per foot for:

The designer should refer to the notes on the applicable SCD for items to be specified in the plans, such as: size of permanent signs and plaques based on the speed limit of the highway; any oversize signage needs, if necessary; payment for permanent signs and plaques, and removal if applicable; the use of ALL-WAY STOP WILL BEGIN (W24-H2e) or PCMS before the time of 2-way to all-way conversion, if there is a preference; proposed pavement markings and associated payment.

Supplement 1021 addresses the prequalification procedure for Arrow Boards; Supplement 1030 addresses the prequalification procedure for AFADs; and Supplement 1108 addresses the prequalification procedure for Digital Speed Limit (DSL) Sign Assemblies.

Public meetings, news releases and media alerts, among other communication tools, should be used to communicate to the public and to maintain good public relations. Involvement of the news media and local authorities in publicizing the existence of, and the reasons for, work activities can be of great assistance in keeping the public well informed.

OMUTCD Figure 6H-44 provides traffic control information for work in the vicinity of an entrance ramp. Traffic SCDs MT-98,10 and 98.11 depict an alternative designs that has been developed to provide additional geometric information pertaining to the required Decision Sight Distance (DSD) for long-term work zones (see Table 697-8). The following additional guidelines should be used with these figures:

Triangular road sign Tramway crossing: Presignala, outside and inside built-up areas, a tramway line not regulated by traffic lights, which intersects, interferes or reduces the roadway.

Designer Note: This note shall be included in the plans on freeway and expressway projects when raised pavement marking is to be provided on asphalt surfaces and/or temporary concrete surfaces in temporary traffic control zones. Snow-plowing season at the project site should be as determined by the District. If dates specific to the project site cannot be determined, the default dates of snow-plowing season shall be as per C&MS 614.115C (October 15 to April 1) regarding installation of WZRPMs.

Form 696-2a. Bridge Information Form 696-2a is submitted as part of the MOTAA described in Section 630-5. Electronic (.pdf and Excel formats) copies of the form are available from the TEM - Maintenance of Traffic Material page.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums, Arrow Board(s), Warning Lights and Shadow Vehicle.

Stopping sight distances shall meet or exceed the minimum criteria discussed in L&D Manual Volume 1, Section 201.1 and pavement cross slopes shall be as discussed in L&D Manual Volume 1, Section 301.1.5.

Decisions regarding the selection of the most appropriate typical application to use as a guide for a specific temporary traffic control zone require an understanding of each situation. Although there are many ways that work zone applications could be categorized, four factors are used to generally characterize the typical applications addressed in Chapter 607 and OMUTCD Chapter 6H. Those four factors are: work duration, work location, work type and highway type.

For a temporary road pavement design that is weaker than Class A or B, the design should be based on the anticipated total equivalent 18-kip single axle-load applications and determined from information contained in the Pavement Design Manual published by the Office of Pavement Engineering.

Depending on what’s needed, these plans may range in scope from very detailed to simply a reference to a manual figure, a typical drawing or a sketch in the contract document.

A more accurate method of determining hourly rates of flow is necessary when the closure length is long or traffic volumes are high. When the estimated traffic ADT and closure length exceeds that shown in Table 697-6, collection of more detailed traffic data and more refined analysis of signal timing is recommended.

Communicating the details of highway improvement projects is desirable and necessary. The traveling public, businesses, schools and communities are all impacted by a construction project. In general, road users find it difficult to accept the disruption of travel caused by work activities; therefore, maintaining good public relations is very important, especially on major projects.

Traffic PISs are addressed in general in Chapter 104. They are addressed as appropriate throughout the text of this Manual; and this Chapter provides specific information about the application of most of the Traffic PISs. Traffic PISs are used in a plan as a plan sheet. They can be used as is or modified as needed. They are available from the ORE website and through the ODOT Publications Gateway

When there is a need to perform roadway maintenance or reconstruction in the interior lane of a freeway, an adjacent lane shall be closed in addition to the lane in which the maintenance or reconstruction is necessary. This additional lane may serve to provide access to construction traffic or equipment, or it may serve as a lateral buffer, see OMUTCD Figures 6H-37 and 6H-38. Caution is advised in the use of Figure 6H-38. Although this figure may be used to determine proper signing for splitting directional through movement, it does not provide for closure of the additional lane. Interior lane closure on ODOT projects shall be modified accordingly.

(FOR EXAMPLE: If the sale date for the project was March of 2021, the monthly published schedules for each applicable PLCS segment would be December 2019 to November 2020. If this was a three-year project, year three would still be using the December 2019 to November 2020 monthly schedules. If the project desired to close two lanes in June 2021, reference would be made to the June 2020 schedule(s) for the respective PLCS segment(s). If the same two lanes were desired to be closed again in July 2021, reference would be made to the July 2020 schedule(s) for the respective PLCS segment(s).)

Each time guardrail is installed in a new location a new quantity of barrier reflectors, and object markers (if applicable), shall be provided in the plans.

A Work Zone Queue Detection Warning System (WZQDWS) may be used on projects to detect queues though the project area. The systems utilize non-intrusive traffic sensors in order to detect slow moving traffic and warn upstream drivers via Portable Changeable Message Signs (PCMS). WZQDWS are recommended for use in locations where there is potential for queuing and are required for some locations with an approved MOT Exception.

OMUTCD Chapter 6F addresses the design and application of traffic control devices for use in temporary traffic control zones. Additional information on the standards and guidelines for the design and use of these devices is included in this Part of the TEM.

The Work Zone Increased Penalty sign can be used to address speeding concerns on projects independent of work zone speed zones. See Section 605-4.2 for details on the use of these signs. When these signs are used on a project Plan Note 642-27 (Section 642-27) shall be included.

A minimum of one lane of traffic in each direction shall be maintained at all times, except for a period not to exceed ______ consecutive calendar days, when through traffic may be detoured as shown on sheet _____. A disincentive shall be assessed in the amount of $ ______ per day for each calendar day the roadway remains closed to traffic beyond the specified limit.

For some work area locations, it may be desirable to provide additional safety devices such as portable changeable message signs (PCMSs), and truck-mounted or self-contained impact attenuators. When required, these units shall have separate notes and/or details as well as separate pay items.

For effective incident management, including Ohio TIM procedures, debriefing or after-action meetings should be held after incidents resulting in excessive closures. It is desirable for all agencies involved in the management of the incident to participate in the meeting. These meeting are intended to ensure that continued improvements are being made in regard to incident management techniques and that all parties involved in incident response are aware of new practices by other agencies.

Coordinate work zone information, such as but not limited to lane and ramp closures, with the District Public Information Officer (PIO) to provide necessary work zone information.

Use of portable barrier (PB) may be appropriate in locations where Table II calls for a lesser form of drop-off protection, as the PB serves not only as protection from drop-offs, but also provides protections from the contractor’s activities and from fixed objects such as utility poles and stored equipment. The designer may want to consider the expected duration of the maintenance of traffic stage as an additional factor in determining the need for providing a higher level of protection.

Although the above criteria are considered to be desirable minimums, any additional pavement width should be made use of to provide 12-foot lanes and additional shoulder width, if possible, to maximize road-user safety.

As noted in OMUTCD Section 6F.60, when abbreviations are used, they should be easily understood (see OMUTCD Section 1A.15).

When you log in with OHID, your privacy, data, and personal information are protected by federal and state digital security standards.

As noted in Section 606-11, if the temporary traffic control zone affects the movement of bicyclists, adequate access to the roadway or shared-use paths shall be provided. Additional information on bikeways may be found in OMUTCD Part 9, TEM Part 9, and the Guide to the Development of A Bicycle Facility.

Permitted lane closure schedules (PLCS) have been established for Interstates and Interstate look-a-likes as well as other multi-lane roads deemed to be major or important by the District (see Section 630-4). The PLCS designates hours where volumes are low enough that work can be performed in a closed lane and still provide sufficient capacity for the lower traffic volumes. Whenever possible, any work hours should conform to the restrictions of the PLCS.

If a vehicle is blocking a travel lane, the FSP operator should assess the situation by pushing or pulling the vehicle from the travel lanes onto the off ramp, when practical, or the shoulder, and then call for law enforcement assistance, as needed. If a motorist refuses to allow the vehicle to be moved, the FSP operator should explain that they are causing a hazard not only to oncoming motorists, but to themselves as well. If the motorist still refuses, the FSP shall promptly contact law enforcement and wait for them to enforce the removal.

Erection of R11-H5a signs in a temporary traffic control zone on ODOT-maintained highways can be initiated in three different ways, depending on the nature of the construction:

The research indicates that to be effective the initial WZSZ Speed Limit signs should, generally, be located such that the driver can see the work and thus recognize the need to slow. Therefore, the first WZSZ Speed Limit sign(s) should be located in advance of the warranting work zone condition by approximately 500 feet on freeways and expressways, and approximately 250 feet on major conventional highways (see Traffic SCD MT-104.10).

Advance Warning Signs should be placed in such locations that provide adequate sight distance for the existing vertical and horizontal roadway alignment. Use Table I to determine dimensions A, B and C.

Except in emergency situations, flagger stations shall be preceded by an advance Warning Sign(s). Under certain geometric and traffic situations, more than one flagger station may be required for each direction of traffic. Also, except in emergency situations, flagger stations shall be illuminated at night.

All channelizing devices (excluding barrier) used in maintaining traffic should have a minimum lateral offset from the edge of the traveled lane of 1.5 feet. A lateral offset of less than 1.5 feet may be used in instances when the project length is short. However, attempts to provide larger offsets should be made whenever possible. When barrier is used as a channelizing device the minimum lateral offset from the edge of the traveled lane to the barrier shall be 2.0 feet as indicated in Section 640-2.

Temporary traffic barriers serving as temporary traffic control devices shall conform to requirements for such devices as set forth throughout Part 6 of the OMUTCD and TEM.

Taper rates of drums shall be as called for in Table II in Traffic SCD MT-99.50. These taper rates are intended to be similar to those shown in OMUTCD Figure 6H-32.

Refer to OMUTCD Chapter 6G, OMUTCD Figure 6H-17 and TEM Chapter 606 for other pothole patching work durations such as Mobile, etc., and the associated TTC for these work conditions.

In addition to typical methods for maintaining traffic through temporary traffic control zones, this Part also provides suggestions for when detours may be used and guidelines for the preparation of plans.

Regulatory Signs in temporary traffic control zones are addressed in OMUTCD Chapter 6F. Section 605-3 will be used to provide additional information about Regulatory Signs discussed in the OMUTCD if needed. Information about Regulatory Signs used in temporary traffic control zones that are not currently addressed in the OMUTCD are discussed in Section 605-4.

The ODOT publication Quality Standards for Temporary Traffic Control Devices and Acceptable Delineation Methods for Vehicles shall be used to determine the acceptability of work zone traffic control devices. This document also addresses acceptable delineation methods for work vehicles and supply vehicles.

In keeping with the traditional format of Plan Notes, various format changes are used here that are not typical throughout the TEM, e.g., the terms Contractor and Engineer are capitalized.

Traffic SCD MT-99.20 is applicable to all projects with long line markings (center, edge or lane line except in the following situations:

A pavement edge drop-off occurs when there is a vertical difference in height between adjacent road surfaces. Treatments for pavement edge drop-offs in construction work zones are shown on Traffic SCD MT-101.90. The drawing may be used as a designer's tool for determining the appropriate measures to specify in the plans for treatment or protection of drop-off conditions. The designer may also use it to develop designs or sequences of operations that would avoid or minimize drop-offs.

The Contractor shall place a series of Speed Measurement Markings on the roadway to establish an Air Speed Check Zone to assist in the enforcement of speed regulations within the work zone. Each Speed Measurement Marking shall consist of one white transverse 24-inch line measured in the direction of travel and 4 feet in length. The markings shall be placed at one-quarter mile intervals for a minimum of 1 mile along the roadway, at locations as shown in the plans or as directed by the Engineer. Speed Measurement Markings should avoid being located in the vicinity of a taper, shift, crossover, entrance ramp or exit ramp.

[The increased barrier delineation shall consist of either delineation panels or the triple stacking of work zone barrier reflectors.]

Projects that close rivers or streams for construction purposes should provide a safe portage for light watercraft along with appropriate Guide and Warning Signs in each direction.

The work zone edge line parallel to the roadway (i.e., beyond the taper edge line) shall be used if the lane closure is greater than 3 days. The use should be specified in the Item 614 Maintaining Traffic Plan Note (Section 642-2) with an estimated quantity carried to the General Summary. See the notes on Traffic SCD MT 95.31, MT-95.32 or MT-95.41, and C&MS 614.11 for the type of work zone line to specify. Use of this line should be based on engineering judgment and include consideration of the length of the work, time of the closure, sequence of the work, including any need to remove the line in subsequent phases, encroachment on other lanes or the shoulder, the type of work, the geometrics in the area, and the relative cost of paint and work zone tape.

Portable Barrier, 32 inches high with an 18-inch minimum height glare screen may be used at the option of the Contractor. The glare screen shall be constructed using one of the screens provided on the approved list, available on the Office of Roadway Engineering website. Paddle or intermittent type glare screens shall be designed using a 20 degree cut-off angle based on tangent alignment. That spacing shall be used throughout the barrier length without regard to barrier curvature.

After the diesel fuel spills have been contained and absorbed, the used absorption material shall be moved to the shoulder or berm, placed in a barrel or placed on and covered with visqueen sheets, as appropriate. Weight shall be placed on the visqueen sheets to prevent wind or water from disturbing the material. After removing the diesel fuel and absorbent material, coarse sand shall be applied to the roadway surface to provide traction. Under no circumstances shall the used absorbent material or other material with diesel fuel to be brought to an ODOT facility. ODOT District personnel shall follow up to ensure that OEPA requires the responsible party to remove the absorbent material and other incident debris.

Upon removal of RPMs complying with C&MS 621, the resulting holes shall be filled as per C&MS 621.08. Prior to application of the surface course on the project, the existing pavement within the transition area shall be removed to a depth equivalent to a depth necessary to reach the level of the intermediate course of the proposed pavement, as determined by the Engineer. Resurfacing of the transition area shall be performed at the time that the surface course is being applied to the entire project.

All guardrail used as a temporary barrier in maintenance of traffic applications shall conform to the same standards required for permanent guardrail in L&D Manual Volume 1, Section 603.1.1.

A step typically identifies a sub-phase. Often it becomes necessary to make modifications to the traffic control set up in one location within the project while the set up in general remains unchanged. There may be a small change in the construction activity taking place in one location, there may be a change in the location of the activity or the change in traffic control set up might be temporary. Any of these could be considered as an individual step if the designer finds a need for specifically identifying the set up.

The information in this Chapter is provided to assist planners and designers in the planning phase of a project or work assignment. For example, Section 1400 of the L&D Manual Volume 3 indicates that a Maintenance of Traffic Alternative Analysis (MOTAA) will be performed and that is addressed in Section 630-5. Various tools that are available are also addressed herein and this information is intended to help in making the choice of which tool to use and how.

Additional Advance Warning Sign Groups (AWSGs) should not normally be required. If an analysis should indicate the need for this group, see Section 641-5.2. In this case, Traffic SCD MT 95.50 shall be included in the plan with a reference in the Item 614 Maintaining Traffic Plan Note requiring additional AWSGs as shown on MT-95.50, except that median-mounted signs would not be used.

The Approved List for arrow boards is posted on-line. Supplement 1021 addresses the prequalification procedure for arrow boards.

Warning lights are portable, powered, yellow lens-directed, enclosed lights (see OMUTCD Section 6F.83). They may be used in either flashing (Type A or B) or steady (Type C) modes. The light weight and portability of warning lights are advantages that make these devices useful as supplements to the retroreflectorization on signs and channelizing devices. See Section 605-11.4.2 for additional information about the use of steady-burn warning lights with drums.

ATSSA publishes a pocket-sized Flagger Handbook which may be used for easy reference on flagging procedures (Section 695-3).

When called for in the plans, place AREA PATROLLED BY AIRCRAFT (D12-H15a) black-on-fluorescent orange signs in the Advanced Work Zone area between the first and second signs in the series and repeated at each entrance ramp within the Air Speed Check Zone. Payment for Air Speed Check Zone related signs is included in the lump sum bid price for Maintaining Traffic.

The L&D Manual Volume 3 describes ODOT plan preparation and production guidelines and standards. Maintenance of Traffic (MOT) plans are addressed in Chapter 1306 of that manual. Additional information specific to MOT plans is provided in this Chapter and Chapter 640. The detail needed in MOT plans depends on the complexity of the project. Adjustments in the field may be necessary when unforeseen circumstances arise.

The lump sum for Item 614 Maintaining Traffic will cover all other work needed to place, maintain and remove the TLTWO including the following items:

In addition to the standards and guidelines in OMUTCD Section 6F.60 and herein, additional guidelines for use of PCMSs can be found in Chapter 641 of this manual, Section 642-41 (Plan Note 642-41), and the Portable Changeable Message Sign handbook PCMS by FHWA, Report No.: FHWA-RD-03-066.

If it is expected that the construction of a Section of new highway will create such a condition upon completion, it will be the responsibility of the designer to address this condition in the permanent traffic control plans for the project.

Two-way traffic shall be maintained at all times except that one-way traffic will be permitted for minimum periods of time consistent with the requirements of the specifications for protection of completed asphalt concrete courses.

All WZSZs fluctuate between two approved reduced speed limits or between an approved reduced speed limit and the original posted speed limit. Only one of two signing strategies shall be used to implement a WZSZ.

Traffic SCD MT-95.30 depicts traffic control for closing one or two of the right or left lanes of a multi-lane divided highway using drums. MT-95.40 is used when construction procedure or the condition requires that the work area be protected by portable barrier (PB) in accordance with Section 605-14. MT-95.50 incorporates Speed Limit signing and Increased Penalty signing with the lane-reduction signing called for in MT-95.30 and MT-95.40. MT-95.50 also provides additional Advance Warning Sign Groups. These sign groups, when used, are in addition to the advance signing provided in MT-95.30 and MT-95.40.

The quantity of Air Speed Measurement Markings should reflect the need for installation of new markings for each phase change.

Update the PLCS quarterly (Jan, Apr, Jul and Oct), with review, and revision as needed to reflect current conditions, before each schedule publication. At each quarterly update publish all schedules up to the next quarterly update period. All Permitted Lane Closure Schedule shall be reviewed and approved by a Professional Engineer. Use caution when publishing more than one quarterly update period at a time. When publishing too far into the future you may lock out your ability to utilize newer information for the future schedules being published.

Except as noted, exposed ends of PB shall be extended a minimum of two full sections outside the clear zone. The leading end of PB does not need to extend beyond the clear zone if shielded by another run of overlapping PB, permanent concrete barrier, or fully anchored guardrail (with anchor assembly). However, the PB shall extend/overlap at least 50' with 3' offset from another run of overlapping PB, permanent concrete barrier, or fully anchored guardrail (with anchor assembly). Connections or field transitions to guardrail are not crashworthy and are not permitted. Abutting or connecting PB to permanent concrete barrier or parapets is non-standard and requires special anchoring and design details. See Traffic SCD MT-101.80 for design guidance for transitioning portable concrete barrier (does not pertain to portable steel barriers) to permanent concrete barrier.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums, Warning Lights and Shadow Vehicle.

The designated "lane closure restriction" periods shall be identified in the plan and may include, but are not limited to:

The minimum number of calendar days the maintenance of traffic meeting is to be held prior to the implementation should be as determined by the District. If the minimum number of days specific to the project cannot be determined, the default minimum number of days shall be 30.

Ensure that permit requests and plans submitted by local agencies for work on Interstates and other freeways complies with the Traffic Management in Work Zones Policy.

The work zone edge line parallel to the roadway (i.e., beyond the taper edge line) shall be used if the lane closure is greater than 3 days. The use should be specified in the Item 614 Maintaining Traffic Plan Note with an estimated quantity carried to the General Summary. See the notes on Traffic SCD MT-95.30 or MT 95.40, and C&MS 614.11 for the type of work zone line to specify. Use of this line should be based on engineering judgment and include consideration of the length of the work, time of the closure, sequence of the work, including any need to remove the line in subsequent phases, encroachment on other lanes or the shoulder, the type of work, the geometrics in the area, and the relative cost of paint and work zone tape.

OMUTCD Figure 6H-40 and Figure 698-3 address traffic control for a median crossover to maintain access for an entrance ramp. Additional information regarding crossovers is referenced in Section 606-16. The following additional guidelines should be used with this application:

If the work zone marking on the final surface course is in the location of the final permanent pavement marking and the final permanent pavement marking will be a recessed marking, the removal of the work zone marking does not need to be removed prior to installation of the permanent marking.

The following estimated quantities have been included in the General Summary for use as determined by the Engineer for the maintenance of traffic.

Channelizing devices for use in temporary traffic control applications include cones, tubular markers, vertical panels, drums, barricades, and temporary raised islands. Barriers may also be used as channelizing devices. Intermixing of various types of channelizing devices (e.g., drums and cones) is not permitted.

The base widening shall be completed to a depth of no more than _____ inches below the existing pavement by the end of each work day. No trench shall be left open overnight except for a short length (25 feet or less) of a work Section at the end of the trench. In case work must be suspended because of inclement weather or other reasons, the trench for the uncompleted base widening shall be backfilled at the direction of the Engineer.

For downtown urban core mega projects, the MOTAA may be completed on a grouping of immediately adjacent projects that will be constructed at the same time (or in rapid succession) rather than completing individual MOTAAs for each project. For this approach, the consultant should meet with Central Office and District personnel to determine which projects will be included.

Where PB is located beyond the edge of the paved shoulder, the cross slope within the clear zone, including the surface on which the PB is place, shall be graded at 10:1 or flatter. If the cross slope is steeper than 10:1, the PB shall be terminated on the paved or graded surface rather than on the cross slope. The PB shall be extended along the paved or graded surface as necessary to satisfy the length of need (see L&D Manual Volume 1, Section 602.1.2), and then terminated using an impact attenuator.

SCD MT 100.00 provides for non breakaway poles to be located beyond the clear zone, preferably 40 feet from the edge of pavement. This is acceptable only if fill slopes do not exceed 8:1, which they do not on most Interstate and other divided highways. If side slopes of greater than 8:1 are encountered without existing guardrail, see L&D Manual Volume 1 for increased setback.

Procedures for establishing temporary traffic control zones vary with such conditions as road configuration, location of the work, work activity, duration of work, road user volumes, road vehicle mix (buses, trucks and cars) and road user speeds. Examples presented in the OMUTCD are guides showing how to apply principles and standards. Applying these guidelines to actual situations and adjusting to field conditions requires judgment. In general, the procedures illustrated represent minimum solutions for the situations depicted.

Section 605-11.4 addresses requirements for drums used to warn or channelize road users. These are in addition to those found in OMUTCD Section 6F.67.

Sign messages shall be limited to a maximum of two sequential displays or phases, each consisting of a maximum of three, eight-character lines.

Advisory Speed Plaques are described in OMUTCD Sections 2C.08 and 6F.52. The designer may specify the use of the Advisory Speed plaque (W13-1) by a Plan Note in Item 614 Maintaining Traffic. Unless specified, this plaque would only be used when directed by the project engineer. The designer may also specify the speed to be shown. An advisory speed reduction, if any, would normally be 10 miles per hour. If the speed is not specified, the speed is as directed by the project engineer. See Section 640-18.1 (Design and Advisory Speeds) for additional information.

OMUTCD Table 6C-3 provides information on the length of the merging and shifting tapers. Taper rates for shifts are also addressed in Section 602-5.3.

Some freeway and expressway projects require temporary closures of entrance and exit ramps in order to facilitate the work. This can create a situation where motorists are able to exit at an interchange, but are unable to reenter the freeway or expressway because of a temporary closure of the entrance ramp. This can create a situation where the exit and same direction entrance ramps are several miles apart. Since this is not the usual situation, it is not expected by drivers. Although trailblazing to the entrance ramp may be provided, the lack of direct reentry can be confusing and irritating, and some through drivers would choose not to exit at such an interchange if they were given advance warning.

Chapter 5501:2-10 of the Ohio Administrative Code (OAC) documents the guidelines established by the Director pursuant to ORC Section 5501.27. For convenience, those guidelines are also presented in this Section. Administrative Code Section 5501:2-10-02 requires that each agency adopt procedures pertaining to requiring a contractor, work crew, or utility to erect, maintain, and remove signs, in conformance with the these guidelines.

ODOT’s use of warning lights (OMUTCD Section 6F.83 and TEM Section 605-12.5) on drums is limited to Type A flashing lights for identification of spot hazards. ODOT does not use Type C steady-burning warning lights on drums. Research projects sponsored by ODOT and FHWA demonstrated that benefits from steady-burn warning lights mounted on retroreflectorized drums are insignificant. Therefore, the use of these lights on retroreflectorized drums used as channelizing devices was terminated at the end of the 1991 construction season.

Ohio TIM is Ohio’s traffic incident management program which is committed to maintaining the safe and effective flow of traffic during emergencies as to prevent further damage, injury or undue delay of the motoring public. In addition to complying with the provision of OMUTCD Chapter 6I, Control of Traffic Through Traffic Incident Management Areas, the Contractor shall actively participate in TIM planning and implementation as outlined below.

Ensure that work zones are implemented in accordance with the approved TMPs as well as ODOT standards, policies and the OMUTCD and are implemented properly throughout the life of the construction project. To assist with this, it is recommended that field inspections be conducted by the DWZTM at a frequency commensurate with ensuring compliance with the approved TMPs and other standards. While DWZTM inspections on a routine interval are ideal, they can be particularly useful when performed in the following situations: upon the initial implementation of the work zone; after each phase change; upon identification of or continued abnormal monthly metric results (mobility, crash, etc), upon occurrence or identification of increasingly severe or significant crashes, and upon receipt of significant or repetitive complaints. Document field inspections using the appropriate GoFormz Inspection Quality Checklist(s) (e.g. 614, 808, 829, 896, etc). [Contact GoFormz.Help@dot.ohio.gov to obtain a user account.]

The use of WR Work Zone Pavement markings is independent of Work Zone Raised Pavement Markers (WZRPMs). See Section 641-30 and Traffic SCD MT-99.30 for WZRPM requirements.

Route Sign assemblies shall be sized according to the type of road on which they are located in accordance with the OMUTCD.

Table 697-1e. Contracting Procedure Options As noted in Sections 606-16, 630-2 and 640-24.4, Tables 697-1a through 697-1f present a Compendium of Traffic Control Options of various traffic control strategies and traffic control options. Table 697-1e addresses contracting procedures options.

Although ODOT has no written policy limiting the length of lane closures, consideration should be given to potential effects on traffic flow, and the potential negative public reaction to closures of extensive length. These factors are of concern primarily where only a single lane remains open in each direction of travel. In rolling to hilly terrain where underpowered vehicles tend to slow traffic flow, the length of one-lane operations should be minimized. In flat terrain, the length of reduced-lane operations is less critical; however, the designer should give consideration to the type of activities to be performed, and what effect these activities might have on traffic movement. Access to crash sites by tow trucks and emergency vehicles on one-lane operations may become especially difficult if concrete barrier is present on both sides of the lane. Sections of open roadway between adjacent lane closures should meet the lengths suggested in Section 640-4.

Type A arrow boards are appropriate for use on low-speed (< 40 miles per hour) urban streets. Type B arrow boards are appropriate for intermediate-speed (40 to 50 miles per hour) facilities and for maintenance or mobile operations on high-speed (> 45 miles per hour) roadways. Type C arrow boards are intended to be used on high-speed, high-volume roadways.

The advance warning area should be long enough to give road users adequate time to respond to conditions. For most situations, the length of the advance warning area should be:

Designer Note: This note shall be used on all projects with an approved MOT Exception per Traffic Management in Work Zone Policy (21-008(P)) and Standard Procedure (123-001(SP)). Information within brackets (“[“ and “]”) shall be filled in by the designer based upon information from the District Work Zone Traffic Manager (DWZTM). Include any specific limitations and/or required mitigation measures.

As noted previously, Table 1297-7 is used to determine if a work zone qualifies for a standard WZSZ based on the presence of specific work zone conditions and factors.

Where PB is located beyond the edge of the paved shoulder, the cross slope within the clear zone, including the surface on which the PB is placed, shall be graded at 10:1 or flatter. If the cross slope is steeper than 10:1, the PB shall be terminated on the paved or graded surface rather than on the cross slope. The PB shall be extended along the paved or graded surface as necessary to satisfy the length of need (L&D Manual Volume 1, Section 602.1.2), and then terminated using an impact attenuator.

Roll-up signs shall conform to ASTM D 4956 Type VI, and shall be retroreflective fluorescent orange or pink, as appropriate. The wind resistant sign supports shall meet the crash testing

Traffic SCD MT-95.50 allows the designer to require extra Advance Warning Sign Groups (AWSGs) when traffic is expected to back up beyond the standard advance Warning Signs. Whenever this SCD is specified in a plan, the designer should analyze the anticipated traffic demand, peaking characteristics, capacity and expected queue lengths, and include this analysis with the preliminary Maintenance of Traffic submission. If the queue is expected to extend beyond the normal ROAD WORK AHEAD sign (W20-1), extra AWSGs should be specified in the Item 614 Maintaining Traffic Plan Note (see Sections 642-2 and 642-33). The first extra AWSG should be located a distance, in whole miles, in advance of the lane taper which is at least equal to the longest anticipated queue length. Additional AWSGs should be located at 1 to 2 mile intervals between the first AWSG and the normal Warning Signs location. AWSGs would typically be specified for 2 miles, 3 miles, 5 miles and 8 miles up to the distance needed to deal with the anticipated queue.

At urban residential locations, access to residential driveways may be denied for a few hours at a time after adequate advance notice of closure has been provided to the residents of the property involved.

When the temporary road closure occurs at night, Type A flashing lights should be used on advance Warning Signs and the flagger station shall be illuminated, except in an emergency.

The Logo Sign and Sponsor-A-Highway Programs are operated by private companies (Program Managers) under contract with ODOT. See Section 207-2 for more information on both programs.

Sheet 2 of MT-96.11 provides information regarding signalization of intermediate side-road approaches located within the limits of the two-way operation of the single lane. Two locations are shown for the side-approach signal heads; a near-side location “A,” and a far-side location “B”; the far-side location being the preferred location. At least one of the signal heads per side approach shall be located as per OMUTCD Figure 4D-4. The stop line shall be located accordingly.

Object Markers shall be installed on all temporary and permanent guardrail located within 5 feet of the edge of the adjacent travel lane.

When work is being performed off the roadway (beyond the shoulders, but within the right-of- way), little or no temporary traffic control may be needed. See OMUTCD Section 6G.06 and Figure 6H-1 for information on this situation.

Form 696-3b. Example of a Completed Ramp Information Form Form 696-3b is an example of a completed Form 696-3a. Electronic (.pdf and Excel formats) copies of this example are available from the TEM - Maintenance of Traffic Material page.

Adequate signing both upstream and downstream shall be installed and maintained by the Contractor. The following type signs are considered to be minimum treatment:

A minimum distance between adjacent lane closures should be provided. Suggested minimum distances are 2 miles in high-volume locations and 1 mile in low-volume locations. If the suggested distance cannot be provided, it is suggested that the lane closure be extended between the adjacent locations to form one continuous lane closure.

Guide Signs in temporary traffic control zones are addressed in OMUTCD Chapter 6F. Section 605-7 will be used to provide additional information about Guide Signs discussed in the OMUTCD if needed. Information about Guide Signs used in temporary traffic control zones that are not currently addressed in the OMUTCD are discussed in Section 605-8.

Other MOT plans may be submitted to the Office of Roadway Engineering (ORE) Traffic Control Design Section for review/advice.

Pedestrian accommodations within work zones should be provided: where sidewalks existed prior to construction; where the work zone is located along a route to a school or park; where there is evidence of pedestrian usage (where well-worn paths exist, for example); or where existing land use generates pedestrian traffic.

Designer Note: This note shall be included in the plans when temporary guardrail use is specified for traffic control; and, when permanent guardrail is located within 5 feet of the edge of the adjacent travel lane. (For delineation of portable and permanent barrier, see Plan Note 642-51.)

When traffic lanes are shifted through a signalized intersection with mast arms temporary span wire may need to be provided to move the signal heads over the lanes. Temporary mast arm attachment hardware may also be provided instead.

Temporary traffic control zone signs convey both general and specific messages by means of words or symbols and have the same three categories as all road user signs: regulatory, warning and guide described in OMUTCD Part 2.

Guidelines for retroreflective sheeting quality are provided in ODOT’s Quality Guidelines for Temporary Traffic Control Devices (Section 695-4).

LEDs may be embedded in standard warning signs and regulatory signs to outline either the sign itself or the words or symbols on the sign. The LEDs may be set to flash or operate in steady mode. LEDs may be illuminated 24 hours a day, or be activated by vehicles or pedestrians. The LED enhanced sign shall be OMUTCD compliant.

Designer Note: As noted in Section 641-5.2, this note should be used to require extra Advance Warning Sign Groups if the queue resulting from a lane closure on a multi-lane divided highway is expected to extend beyond the normal ROAD WORK AHEAD sign (W20-1). See Section 641-5.2 for further information. Include or remove the optional third paragraph (shown in brackets), as applicable.

(The PCMS shall contain a cellular telephone data link which will (in active cellular phone areas) allow remote sign activation, message changes, message additions and revisions to time of day programs. The system shall also permit verification of current and programmed messages. One remote data input device (laptop computer plus modem or equivalent) shall be furnished for use by the District Traffic Engineer, or equivalent, and shall be insured against theft.)The PCMS unit shall be maintained in good working order by the Contractor in accordance with the provisions of C&MS 614.07. The Contractor shall, prior to activating the unit, make arrangements, with an authorized service agent for the PCMS, to assure prompt service in the event of failure. Any failure shall not result in the sign being out of service for more than 12 hours, including weekends. Failure to comply may result in an order to stop work and open all traffic lanes and/or in the Department taking appropriate action to safely control traffic. The entire cost to control traffic, accrued by the Department due to the Contractor’s noncompliance, will be deducted from moneys due, or to become due the Contractor on his contract.

Designer Note: This note shall be used when lanes must be open to traffic during holidays or special events. When used, PN 127 shall be included in the plans. The fourth paragraph (shown in brackets) may be removed for projects in which new lane additions are not included.

For information on the requirements and use of a Red/Yellow Lens AFAD, refer to OMUTCD Section 6E.06 and Supplemental Specification 930.03.

On occasion, there may be roadway segments not shown on the PLCS where the District has determined based on experience that the lane restrictions during certain hours result in excessive delay/queuing. If the District chooses to identify these areas in the construction plans, the disincentive shall be calculated in the same manner.

Projects that are maintaining traffic adjacent to construction of asphalt pavement in multiple phases should provide phase joint details as per TEM Figure 698-14 to facilitate proper compaction of the phase construction joint. When projects require an MOTAA as per TEM 630-5 the asphalt longitudinal phase joint details should be considered as part of the MOTAA. Generally, additional width between phases will be necessary to provide the asphalt longitudinal phase joint. If sufficient space is not available to provide the longitudinal phase joint as per the details, designer shall coordinate with Office of Pavement Engineering.

Road users should be provided pavement markings within a temporary traffic control zone comparable to the pavement markings normally maintained along such roadways, particularly at either end of the temporary traffic control zone. The following guidelines set forth the level of adequate markings, delineation and obliteration for various temporary traffic control zone situations.

As noted in OMUTCD Section 6F.03, signs mounted on portable supports may be placed within the roadway itself. Signs may also be mounted on or above barricades. Signs mounted on barricades and barricade/sign combinations shall be crashworthy.

Traffic SCDs MT-96.20 and 96.26 will be required when MT- 96.11 is used. Supplemental Specification 961 and Supplement 1050 for portable traffic signals will also be required.

More restrictive changes to the allowable lane closure hours are at the discretion of the Engineer in order to comply with the Traffic Management in Work Zones Policy (21-008(P)) and Standard Procedure (123-001(SP)).

The designer or other person designated by the District who is familiar with the design details of the project, closure and detour should prepare a one-page closure summary of critical project data including a map showing the closure and planned detour route. Information shown should include, but is not limited to, project identification number, scheduled completion date of project, type of improvement, why the closure is necessary, closure date and time, closure duration, official detour route and any other data which would help a motorist deal with the construction. For future reference, this one-page closure summary should be given to the person responsible for the phone number listed on the sign and is typically someone in the District Office of Communications. A standard template of the one-page summary is available on the ODOT Roadway Engineering website.

Traffic control equipment shall be capable of time-of-day/day-of-week programming; with a minimum of three-dial, three offsets and three splits, or a minimum of fifteen separate timing plans.

The Contractor shall furnish, install, and maintain an approved Work Zone Queue Detection Warning System (WZQDWS) as per Supplemental Specification 896.

Payment for the above work shall be made at the unit price bid and shall include all labor, tools, equipment and materials necessary to construct and maintain a complete and functional impact attenuator system, including all related backups, transitions, leveling pads, hardware and grading, not separately specified, as required by the manufacturer.

[Triple-stacked barrier reflectors shall consist of aligning three barrier reflectors vertically, at locations where a single barrier reflector would be otherwise attached. There shall be no open space between the adjacent barrier reflectors. The triple-stacked barrier reflectors shall conform to C&MS 626, except that they shall be spaced and aligned per Traffic SCD MT-101.70.]

Emergencies affecting the health and safety of the traveling public can occur that necessitate action on ODOT’s part before all the necessary equipment and personnel can be gathered to establish TTC per the OMUTCD, Traffic SCDs and TEM (see OMUTCD Chapter 6I and TEM Chapter 608). Circumstances such as these call for judgment in regards to the initial TTC devices deployed (based on availability) when using less than what is desirable. For emergency pothole patching on ODOT-maintained highways, the TTC procedures described in this Section should be followed to the extent practical.

Operations which are forced to include a ramp or other complicating factor should usually result in the use of a Plan Insert Sheet specifically modified to show the individual situation.

A movable barrier is a linear system of connected barrier segments that can rapidly be shifted laterally by using a specially designed transfer vehicle. The transfer is accomplished in a manner that does not interfere with vehicular traffic in adjacent lanes. Applications of movable barriers include the following:

The Contractor shall correct as quickly as possible all outages or malfunctions. He shall provide the maintaining agency and the Engineer such addresses and phone numbers where his maintenance forces can be contacted. The Contractor shall provide one or more persons to receive all calls and dispatch the necessary maintenance forces to correct outages. Such a person or persons may be used to perform other duties as long as prompt attention is given to these calls and a person is readily available continuously 24 hours a day, 7 days a week. All lamp outages, cable outages, electrical failures, equipment malfunctions and misaligned signal heads shall be corrected to the satisfaction of the Engineer with the signal back to service within four hours after the Contractor has been notified of the outage.

The markings shall be laid out by a registered surveyor. Measure each set of markings separately to eliminate radial distance errors. A record is to be kept and one original signed and sealed document is to be sent to the District Traffic Engineer and one copy is to be sent to the District Construction Engineer.

OMUTCD Section 6G.08 and Figure 6H-6 address situations where work on the shoulder encroaches slightly into the traveled way.

Additional Advance Warning Sign Groups (AWSGs) should not normally be required. If an analysis indicates the need for this group, it would have to be included in the plan with a reference in 614 Maintaining Traffic that the additional AWSG(s) shall be included as part of the signing required for Traffic SCD MT-95.61 (see Section 641-5.2).

Advisory Speed plaques are described in OMUTCD Sections 2C.08 and 6F.52. The Advisory Speed plaques (W13-1) shown in Traffic SCDs MT-95.70, MT-95.72, and MT-95.73 will not normally be used on a project. Current practices, as discussed in Section 640-18.1, make a strong effort to assure that the design (i.e., speed of the crossover) is comparable to the statutory speed limit of the highway. Careful choice of crossover locations, as discussed in Subsection 641-11.2, should eliminate any need to display the W13-1. However, in exceptional cases, where a local speed reduction may become necessary, Advisory Speed plaques may be added to the W1-4, W1-4b or W1-4c sign to warn the road users of the appropriate travel speed for the local conditions.

Standards and guidelines for the use of floodlights in temporary traffic control situations are addressed in OMUTCD Section 6F.82.

FSP operators shall document their activities. This log information is entered into a database for future use. The logs of incidents, summarized in the database to provide the necessary performance reviews, shall contain at least the following information:

See Plan Note 642-39 in Chapter 642 for when temporary traffic signals are provided for closing one lane of a two-lane highway.

Table 697-1a. Construction / Traffic Maintenance Strategies As noted in Sections 606-16, 630-2 and 640-24.4, Tables 697-1a through 697-1f present a Compendium of Traffic Control Options of various traffic control strategies and traffic control options. Table 697-1a addresses construction and traffic maintenance strategies in general.

Provide input during the development of the District Work Plan, development of Project Initiation Packages and to avoid or minimize construction projects on alternate routes.

Drums shall be kept clean so that retroreflectivity is not compromised. Concrete sawing operations splash residue on retroreflective sheeting, rendering it ineffective.

There are three threshold considerations in planning for pedestrian safety in temporary traffic control zones on highways and streets:

Where the PB is located parallel to and within 5 feet of the traveled lane, object markers shall be provided on the PB at 50-foot spacing.

OMUTCD Table 6C-1 presents the suggested spacing of Warning Signs for four general roadway types: urban (low speed), urban (high speed), rural and expressway/freeway.

The project engineer shall assure that signs are erected, maintained in good condition, covered, uncovered, repaired, replaced or removed by the contractor in a timely manner.

See Sections 605-14.5 and 605-19 for more information on portable barriers, barrier reflectors and object markers. See Sections 605-14.4 and 605-19.3, and Plan Note 642-52 (Chapter 642) for more information on guardrail delineation.

Rest areas shall not be closed because of restroom failure. If restrooms are closed because of mechanical failure or any other reason except routine maintenance, the REST ROOMS CLOSED sign (D5-H33), black legend on retroreflective orange background, shall be used to inform the road user of the closure. On freeways and expressways a D5-H33-48 sign, 48 x 48 inches, shall be installed below the Advance Rest Area sign (D5-H1), and may be installed below the (D5-H2) and D5-H2a signs; however, it shall not be installed at the D5-H6 gore sign. On conventional highways, the D5-H33-24 sign shall be installed below the Advance Rest Area sign (D5-H1) and may be installed below the D5-H2 sign.

On non-PLCS mainline highway segments, the usual cleanup methods apply. These include response by the trucking company, its agent, the fire department or other responding agency. In some situations, the County Manager or District may decide that traffic volumes or other circumstances warrant an ODOT response. The various limitations on ODOT response (maximum of 300 gallons of diesel fuel, diesel fuel only, etc.) noted in Section 608 shall also apply under these circumstances.

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When working in the interior lane(s) of a directional roadway with three or more lanes, multiple lanes should be closed per OMUTCD Figure 6H-37 to remove the unique safety hazards to workers and motorist that are created by an interior-lane only closure. For emergency pothole patching work necessitating an interior-lane closure, the District should use the resources available and LEOs to comply with OMUTCD Figure 6H-37 to the extent practical.

A field review, by the designer, is required to verify the proposed locations of PB, drums, pavement markings, signal heads, signs and other features for each phase of the project. Each element shall be tentatively located according to the requirements of the SCD and plans to assure adequate visibility and to assure that the controls will be effective. Signal heads shall be visible no less than 215 feet in advance for 25 mile per hour approaches, 325 feet for 35 mile per hour; 460 feet for 45 mile per hour and 625 feet for 55 mile per hour approaches. Signs shall be visible at least 250 feet in advance. Reviews should consider the effects of summer foliage. Any existing traffic controls or other physical features which will detract from safe and efficient operation should be dealt with in the plans. The field check shall also verify that there will be adequate room to perform construction behind barriers or channelizing devices, and that available pavement widths will be sufficient to maintain traffic. The need for temporary pavement or pavement strengthening to carry maintained traffic shall be considered. Changes deemed necessary as a result of this field check shall be incorporated into the MOT Plans by providing details or descriptive notes in the plans. These may include revised locations for signs, signals, pavement markings, PB or other devices. They may also include requirements to use overhead-mounted signals or additional signals or other control devices and could include requirements to remove foliage on the right-of-way.

If the temporary traffic control zone affects the movement of bicyclists, adequate access to the roadway or shared-use paths shall be provided. If a designated bicycle route is closed because of the work being done, a signed alternate route should be provided. Bicyclists should not be directed onto the path used by pedestrians. Additional information on bikeways may be found in OMUTCD Part 9, Part 9 of the TEM, the Guide for the Development of Bicycle Facilities and from the Office of Local Projects.

LEOs (with patrol car) required by the traffic maintenance tasks above shall be paid for on a unit price (hourly) basis under Item 614, Law Enforcement Officer (With Patrol Car) for Assistance. The following estimated quantities have been carried to the General Summary.

The following procedure is for pothole patching that occupies one location up to an hour (Short Duration per OMUTCD Section 6G.02 and TEM Section 606-3) on two-lane/other facilities. Non-emergency pothole patching work should be scheduled to occur during non-peak/lower volume hours.

The longitudinal channelizer may be useful at entrance ramp merges, either to help direct traffic into its designated lane(s) around curves, or to maximize sight distance at the merge. Use of the longitudinal channelizer in a set of plans should be determined, based on engineering judgment, during the design stage of project development. However, occasionally the need for implementing the longitudinal channelizer may be determined in the field during construction. In such a case, it may be appropriate to add the longitudinal channelizer to the plans by change order.

Work zone pavement markings shall conform to C&MS 614.11. Additional information on pavement markings in temporary traffic control zones is provided in OMUTCD Section 6F.77 and Sections 605-11.10 and 605-11.11.

The purpose of the MOTAA is twofold. First, it provides ODOT with information for use in determining if, primarily, a part-width construction or crossover construction, or secondarily (and if deemed necessary), a contraflow construction, or hybrid construction scenario is better for a given work zone. Secondly, the MOTAA identifies potential problems, i.e., “constraints” with the various scenarios and allows ODOT to make an informed decision on how to address these problems prior to the actual detailed design of plans.

The legend for the symbols used in typical applications presented in the OMUTCD and the TEM is provided in OMUTCD Table 6H-2. In many of the typical applications, sign spacings and other dimensions are indicated by letters using the criteria provided in OMUTCD Table 6C-1. Most of the typical applications show temporary traffic control devices for only one direction.

Truck-mounted or trailer attenuators (TMAs) shall be energy-absorbing devices attached to the rear of shadow trailers or trucks and they should be used in accordance with the manufacturer’s specifications. When used, they shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Chapter 9 of AASHTO’s Roadside Design Guide (see Section 193-4) and Section 602-8 contain additional information regarding the use of shadow vehicles.

Typically, the buffer space is formed as a traffic island and defined by channelizing devices. When a formidable device, such as a shadow vehicle or an arrow board, is placed in such an island, only the area in front of (upstream of) the device functions as a buffer.

All costs resulting from the above requirements shall be considered to be included in the lump sum price bid for Item 614, Maintaining Traffic.

All advance Rest Area signs (D5-H1, D5-H2, D5-H2a, D5-H6) shall have the action message covered by an overlay bearing the legend “CLOSED.” This panel shall have a black legend on a retroreflective orange background. The overlay for the D5-H1 and D5-H2a signs shall be 8 x 1.5 feet. The overlay for the DH5-2 and D5-H6 signs shall be 4 x 1.5 feet. Supplemental panels (TELEPHONE, TOURIST INFO, Handicapped symbol, etc.) located under mainline Rest Area signs shall be removed or covered when the rest area is closed. On conventional highways, the overlay panel size shall be 28 x 10 inches.

Barrier placement along temporary roads shall conform to the appropriate requirements of L&D Manual Volume 1, Section 600.

Advance Warning Signs should be placed in locations that provide adequate sight distance for the existing vertical and horizontal roadway alignment. Use OMUTCD Table 6C-1 to determine dimensions A, B and C.

The Permitted Lane Closure Schedule (PLCS) should be evaluated for every incident on Interstates, freeways/expressways, system ramps and other major multi-lane roadway segments. For more information on the ODOT PLCS see Section 630-4. The PLCS is contained on the ODOT website. Ideally, such schedules would be established for all highways to manage delays due to incidents and recurring congestion. Additional benefits of using PLCS requirements include reducing exposure of fire personnel, EMAs, law enforcement, and other responders to traffic hazards, and reducing the danger of secondary crashes to the public. Priority should be given to PLCS segments for all types of incidents, including crashes and diesel spills. It may not be possible to expedite the opening of PLCS segments for every incident (for example, some hazardous material (HazMat) incidents and unusual circumstances). However, all agencies should make every effort to follow the protocols and attempt to open lanes as soon as possible, particularly in order to not violate PLCS closure restrictions.

As noted in Section 600-3, ODOT maintenance work zones shall “comply with the requirements in the OMUTCD and this Manual.” While recognizing that the ODOT “SCDs and C&MS do not necessarily provide the only method to achieve a given objective,” Section 600-3 indicates that Districts should “also follow the provisions in applicable SCDs and Construction and Materials Specifications (C&MS) sections.”

A Red/Yellow AFAD shall alternately display a steadily illuminated CIRCULAR RED lens and a flashing CIRCULAR YELLOW lens to control traffic without the need for a flagger in the immediate vicinity of the AFAD or on the roadway.

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The OHGO website, previously known as Buckeye Traffic, offers snapshots of the video provided by CCTV cameras (see Section 1303-4), traffic, construction, weather and incident information.

As noted in OMUTCD Section 6E.08, the flagger should stand either on the shoulder adjacent to the traffic being controlled or in the barricaded lane. A flagger should only stand in the lane being used by moving road users after the road users have stopped. The flagger should be clearly visible to the first approaching road user at all times. The flagger should also be visible to other road users. The flagger should be stationed sufficiently in advance of the workers to warn them (for example, with audible warning devices such as horns, whistles, etc.) of approaching danger by out-of-control vehicles. The flagger should stand alone, never permitting a group of workers to congregate around the flagger station.

One of the increased barrier delineation methods shown in Traffic SCD MT-101.70 shall be installed on all portable and permanent barrier located within 5 feet of the edge of the traveled lane under either of the following conditions: along tapers and transition areas; or along curves (outside only) with degree of curvature greater than or equal to 3 degrees.

This Section addresses requirements for tubular markers, vertical panels, and Type I, II and III barricades that are in addition to those found in OMUTCD Sections 6F.65, 6F.66 and 6F.68, respectively.

Additional information on watercraft traffic and navigable waters can be obtained through the Ohio Department of Natural Resources, Division of Watercraft and the ODOT Office of Environmental Services Recreational Boating Guidance resource.

Crossovers are normally located as a pair to facilitate their use on adjacent construction sections, but they may be separated in order to provide improved operational locations. Consideration should be given at this time to the extent of backups expected and any extra advanced warning which may be necessary due to queues of slow moving traffic.

The traffic control plan shall address the need for construction access to the work zone. This is important for all work zones, but is a particularly critical issue on freeways, expressways, and multi-lane highways with original posted speed limits of 45 miles per hour or greater in order to provide a safe means of interaction between project-related vehicles and the traveling public by providing dedicated areas outside the traveled lanes for the deceleration and acceleration of project vehicles. The designer must address the question of how to get equipment and material into and out of the work zone safely. The following should be considered:

Notice of Closure signs (W20-H13) shall be erected by the Contractor prior to the scheduled road or ramp closure in accordance with the Notice of Closure Time Table below. [At the approval of the Engineer, portable changeable message signs may be used in lieu of the standard flatsheet sign for closure durations of less than 1 week.]

Flatsheet signs furnished by the Contractor in accordance with the requirements of the plans, specifications and proposal which become damaged by traffic for reasons beyond the control of the Contractor shall be replaced in kind when ordered by the Engineer. Replacement signs shall be new. Other materials may be in used, but good, condition subject to approval by the Engineer.

For projects on a facility that are typically covered by the PLCS that will be adding a new lane, or otherwise creating more available through lanes than the preconstruction condition, contact the District Work Zone Traffic Manager (DWZTM) for the specific allowable lane closure hours that will additionally need included in the plans to address the period of time when the additional lane(s) initially open to traffic until the end of the project.

When regulatory information is provided, it shall be displayed separately as a standard black-on-white sign. Mixing of black-on white regulatory information on a black-on-orange information sign is prohibited.

Traffic SCDs MT-95.72 and MT-95.73 present a hybrid design, where one lane is detoured across the median while the remaining lanes are maintained to the right of the median through an area of part-width construction. This method of traffic control may have limited uses, but may be appropriate where bridge widths are not adequate to provide the minimum capacity by implementing standard part-width or standard crossover traffic control. As shown in SCD MT-95.73, if exit ramps are located within a Section of highway where the hybrid design is in use, it will be necessary to include appropriate level 1 signing in the plans to provide adequate guidance to these exit ramps. If no exit ramps are located within the highway section, the signing shown in SCD MT-95.72 should be provided. All guide signs, including diagrammatic signs, for SCDs MT-95.72 and MT-95.73 should be level 1 designs (see OMUTCD Section 2E.02 and Table 2E-3, and Appendix C of the SDMM).

Designer Note: The Worksite Traffic Supervisor note shall be used on Interstate and Interstate look-alike projects that include: contraflow, one-mile long crossover(s), multi-year work duration, or significant continuous impact to mainline traffic (e.g., reduced shoulder and/or lane widths, closed ramps, etc.). While not intended for use with resurfacing projects, this note may be considered for use when complex maintenance of traffic issues are anticipated.

The TEM may be used to distribute information on experimental devices that have been approved for use, and on new devices that have yet to be incorporated into the OMUTCD.

The temporary terminus of a freeway is an example of a location where Flashing Warning Beacons alert drivers to the changing roadway conditions and the need to reduce speed in transitioning from the freeway to another roadway type.

When rest areas remain open during construction, traffic control at the rest area entrance and exit ramps should be implemented as shown in MT-98 series of the Traffic SCDs.

Normally, the need for a median crossover operation will be determined from the Maintenance of Traffic Alternative Analysis (MOTAA).

Approved MOT Exception(s) include: [ Insert a list of specific temporary traffic control setups with approved MOT Exception(s) as provided by the DWZTM. ]

Subject to approval of the Engineer, the Contractor shall employ and identify (someone other than the superintendent) a prequalified Worksite Traffic Supervisor (WTS) before starting work in the field. The WTS shall be trained in accordance with CMS 614.03, shall have successfully completed ODOT administered WTS testing (and re-testing when applicable) and be listed on the ODOT prequalified WTS roster. Prequalification expires every 5 years. Re-testing shall be successfully repeated every 5 years to remain prequalified.

Warning lights or steady-burn electric lamps may also be mounted on temporary traffic barrier installations. When serving the additional function of channelizing vehicular traffic, temporary traffic barriers should be a light color for increased visibility.

The designer should keep in mind that, as this is not a work zone, orange is not generally an appropriate color for any traffic control devices under such conditions. For example, barricades, under such conditions, shall contain red and white diagonal stripes rather than orange and white.

The design of the longitudinal channelizer may vary from manufacturer to manufacturer. It shall consist of two main components: a base component consisting of interlocking units and a vertical reboundable marker/channelizer component. The shape of the vertical component may vary from manufacturer to manufacturer. The width shall be approximately 8 to 9 inches for elliptical designs and 4 to 6 inches for round (tubular) designs. The height of the vertical component shall be within the range of 36 inches minimum to 48 inches maximum.

See Section 642-21 (Plan Note 642-21), L&D Manual Volume 1, Section 604 and Traffic SCD MT-95.70 or MT-95.71 for additional guidance.

The Plan Note (Section 642-33 or 642-34) added within Item 614 Maintaining Traffic should specify the distance (in whole miles) on the W16-3a Distance plaque which is placed below the RIGHT/LEFT LANE CLOSED AHEAD sign (W20-5, W20-5a). This sign should be located approximately 1 mile in advance of the calculated end of the queue. The distance shown on the plate should be the distance to the beginning of the lane taper.

The following estimated quantities have been carried to the General Summary for use at locations identified by the Engineer for work zone pavement markings and signs per the requirements of C&MS 614.04 and 614.11.

Payment for all labor, equipment and materials shall be included in the lump sum contract price for Item 614, Maintaining Traffic.

The designer should evaluate the possibility or extent of encroachment into open traffic lanes. This evaluation should include consideration of the existing geometrics (including lane and shoulder widths), the type of work being performed during the various construction stages and any additional width required for location of drums or cones and for work zone edge line when used. Depending upon the available lane width of the right lane, for the left-lane closing in Traffic SCD MT-95.32, it may be necessary to shift traffic onto the shoulder using drums or cones and/or work zone edge line. In this case, consideration should be given to removal of the existing right edge line.

Arrow boards are used primarily on multi-lane highways to notify road users of the need to exit the presently occupied lane due to a lane closure. Under such conditions, the use of the arrow board shall be mandatory. Where a multi-lane closure is necessary, a separate arrow board shall be used for each closed lane.

Any portion of a work zone with an approved speed limit reduction is considered to be a Work Zone Speed Zone (WZSZ). As noted in Section 1203-2.9, the standard WZSZ process applies to work zones located on multi-lane highways with a pre-construction speed limit of ≥ 55 mph and with a work zone condition at least 0.5 mile in length that reduces the existing functionality of the travel lanes or shoulders (as defined in Section 1203-2.9.1) and has an expected work duration of at least three hours. If the work zone meets these minimum criteria, it should be analyzed to determine if it qualifies for a work zone speed limit reduction using the process established in Chapter 1203 and Table 1297-7. Research completed by Texas A&M Transportation Institute titled “Evaluation of Ohio Work Zone Speed Zones Process” conducted for ODOT in July of 2014 indicates that motorists will only reduce their speed if they clearly perceive a need to do so.

As noted in OMUTCD Section 6G.09, if work in the median of a divided highway is within 15 feet of the edge of the traveled way for either direction of travel, temporary traffic control should be used through the use of advance Warning Signs and channelizing devices.

In addition to the official, signed Detour Route, a local route has been determined to be the secondary, unsigned Detour Route or “designated local Detour Route.” This route is shown on Sheet No. ____. During the time that traffic is detoured, the Contractor shall maintain this route in a condition which is reasonably smooth and free from holes, ruts, ridges, bumps, dust and standing water. Once the detour is removed and traffic returned to its normal pattern, the designated local Detour Route shall be restored to a condition that is equivalent to that which existed prior to its use for this purpose. All such work shall be performed when and as determined by the Engineer.

There may be several work spaces within the project limits (even separated by several miles); however, each work space should be adequately signed to inform road users and reduce confusion.

The WZSZ shall be limited to only the portion of the project and the work that warranted the work zone speed limit reduction. See Section 1203-2.9.1 for details.

Work zone safety features, including barriers and impact attenuators, installed on the National Highway System (NHS) must demonstrate satisfactory crashworthy performance based on the National Cooperative Highway Research Program (NCHRP) 350 Report, Recommended Procedures for Safety Performance Evaluation of Highway Features, to be accepted by FHWA. The dates for mandatory compliance vary with different types of equipment. Section 620-7 provides a detailed discussion of NCHRP 350 compliance.

While not every situation is addressed, the information illustrated in the OMUTCD, the TEM and the Traffic SCDs can generally be adapted to a broad range of conditions. In many instances, an appropriate temporary traffic control plan is achieved by combining features from various typical applications. For example, work at an intersection might present a near-side work zone for one street and a far-side work zone for the other street. These treatments are found in two different typical applications, while a third typical application shows how to handle pedestrian crosswalk closures.

As noted in Section 1203-2.9.1, Table 1297-7 is used to determine if a work zone qualifies for a standard WZSZ based on the presence of specific work zone conditions and factors.

Advance warning may be eliminated when the activity area is sufficiently removed from the road users’ path so that it does not interfere with the normal flow.

The existing shoulders must be checked for smoothness, structural adequacy and clearance to structures. Reconstruction may be necessary to assure that they are adequate for the traffic. Plans should provide details of the shoulder work needed. Appropriate bid items shall be included in the plan.

As noted in OMUTCD Section 6F.38, the SURVEY CREW AHEAD sign (W21-H6) should be used to warn of survey crews working in or next to the roadway.

RPMs applied to permanent concrete surfaces shall conform to C&MS 614. The plans shall specify that RPMs shall not be provided during the snow-plowing season. During other times of the year, the contractor shall provide Item 614 Work Zone Raised Pavement Markers. Within transition areas, RPMs shall be provided along edge lines and channelizing lines. Spacing shall be at 20-foot increments. Beyond transition areas, RPMs shall be provided along the lane lines at 120-foot spacing. The appropriate Plan Note from Chapter 642, for installation of RPMs in work zones on permanent concrete surfaces, shall be included in the plans.

The traffic control devices discussed herein include signs, pavement markings, raised pavement markers, channelizing devices, lighting devices, beacons, warning lights, traffic signals, and other devices used to regulate, warn or guide traffic.

The Contractor shall provide, erect and maintain standard 48 x 30 inch ROAD CLOSED signs, sign supports, barricades and lights, as detailed in Traffic SCD MT-101.60 at the following locations during periods in which the affected roads are closed to traffic.

When implementing WZSZs using temporary flatsheet Speed Limit signs, the signage will need to be changed frequently to appropriately fluctuate between the approved speed limits, as is done with DSL Sign Assemblies. This Plan Note and Traffic SCD MT-104.10 shall be included in projects where speed limits are reduced in accordance with Section 40-18.2.7 for WZSZs using temporary flatsheet Speed Limit signs. Quantities shall be estimated as described below.

It is recommended to wait until the end of the project to install proposed permanent cable barrier. If separation is required prior to installation, use portable barrier for separation of opposing traffic per L&D Manual Volume 1, Figure 601-2 and Section 603.1.5.

Since WR Work Zone Pavement Markings are not recessed in a groove, the larger wet reflective optics are susceptible to snowplow damage. Therefore, work zone pavement markings installed late in the season that are intended to be in place through the winter should not be specified as wet reflective.

As noted in Section 605-11.10.1, either permanent or temporary pavement markings shall be in place prior to opening the road or lane to traffic.

Often it is necessary to decrease the lane width in a work zone. The length of the lane width transition is calculated using the same criteria used in calculating a shifting taper (see Section 602-5.3).

At “spot” lane closures where adequate sight distance is available for the safe handling of traffic, the use of one flagger may be sufficient (see OMUTCD Figure 6H-18 and accompanying notes). At such a "spot" obstruction, a position may have to be taken on the shoulder opposite the barricaded Section to operate effectively.

ORC Section 4511.98, states in part: “The director of transportation, board of county commissioners, or board of township trustees shall cause signs to be erected advising motorists that increased penalties apply for certain traffic violations occurring on streets or highways in a construction zone. The increased penalties shall be effective only when signs are erected in accordance with the guidelines and design specifications established by the director under Section 5501.27 of the Revised Code, and when a violation occurs during hours of actual work within the construction zone.”

Sand barrel arrays may be used in work zones to provide temporary protection for wide hazards. For ease of moving, they may be mounted on pallets or skids that are 4 inches or less in height.

When the work zone condition no longer reduces the existing functionality of the travel lanes or shoulders (as defined in Section 1203-2.9.1), the speed limit shall return to the original posted speed limit.

Figure 698-4. Two-Lane Crossover Design (Existing 4-Lane Facility) Figure 698-4 illustrates a two-lane crossover design for an existing four-lane facility. Sections 606-16, 607-12 and 640-12 address crossovers.

Where the plans call for an overlay to cover a portion of an existing sign, the overlay shall be black-on-orange. Letter sizes should be the same as on the existing signs. When lane arrows are to be covered, a blank overlay should be placed over each of the affected arrows. When a ramp is being closed, rather than using a blank overlay to cover the entire sign, the legend “EXIT CLOSED” (W20-H15) should be used on a diagonal overlay (lower left to upper right) on the sign. The size of lettering on overlays and the size of the overlay are indicated in the plans. The minimum letter size for the diagonal “EXIT CLOSED” (W20-H15) overlay shall be 12" C.

Any changes to the MOT that impact the previously approved MOT Exception(s) listed above shall be approved in writing by the MOT Exception Committee (MOTEC). In the event that such changes are proposed, the request shall be coordinated through the District Work Zone Traffic Manager (DWZTM) a minimum of 30 calendar days prior to the desired implementation date. If the District agrees with the proposed changes the DWZTM shall seek approval from the MOTEC. In the event the proposed changes are approved in writing, the closures are still subject to notification requirements within this note prior to implementation.

The ODOT Detour Playbook, usually referred to simply as the Playbook, is a set of predetermined detour routes for PLCS mainline segments across the State. Each detour is referred to as a Play. Originally, the detours were developed by each District individually. The detours for each District were compiled and stored in a variety of ways available in hard copies and/or electronically. These detours or “Plays” were consolidated by Central Office and integrated into the Playbook. Currently, the Playbook can only be accessed by ODOT, using this link.

The peak hour factor (PHF) relates the average peak hourly flow to the peak 15-minute flow during the peak hour. If other information is not available, PHF= .90 may be assumed.

ORC Division 5501.27(A)(1) requires that the Director of Transportation “adopt rules governing the posting of signs advising motorists that increased penalties apply for certain traffic violations on streets or highways in a construction zone.”

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums and Warning Lights.

The Direction Indicator Barricade (see OMUTCD Section 6F.69 and Figure 6F-7) may be used in tapers, transitions and other areas where specific directional guidance to road users is necessary. However, if used, Direction Indicator Barricades should be used in series to direct road users through the transition and into the intended travel lane.

Payment for the new drums shall be made at the contract price per each for Item 614, Replacement Drum, and shall include the cost of removing and disposing of the damaged drum, and providing and maintaining the replacement drum in accordance with the contract requirements for the original drum.

For conditions other than those described in this drawing, engineering judgment shall be used to determine the appropriate method of drop-off protection to be provided. Examples of such conditions are highways where driveway access is a major concern, or low-speed highways where curb is not provided (see the L&D Manual Volume 1, Section 601.1.4). The time period during which such drop-offs remain in existence should be minimized. Consideration should be given to providing fill material at the end of the work day to create a desirable foreslope of 3:1 or flatter, with 2:1 as maximum. However, if engineering judgment indicates that use of PB is appropriate, then the maintenance of traffic should be designed based on use of PB.

Information about the Ohio TIM Program is continuously being presented to first responders, Emergency Management Agencies (EMA), local jurisdictions and other groups around the State. This effort is intended to improve awareness of the program and further relationships and dialogue among the various agencies. Presentations can be scheduled through the Ohio TIM website mentioned above. All first responders are encouraged to use Ohio TIM methods to provide safer and more efficient roadways.

For guidance in the use of temporary lighting for crossovers, see Traffic SCD MT-100.00 and Plan Note 642-35 (Section 642-35 in Chapter 642). For floodlighting see Plan Note 642-29 in Chapter 642. Part 11 of the TEM provides additional guidance for general lighting design principles.

The Contractor shall provide the maintenance service entirely with his forces or he may choose to enter into a cooperative understanding with the local maintaining agency to provide the maintenance. The Contractor shall inform the Engineer, in writing, of the maintenance method selected.

This SCD should not be used for beam erection or bridge demolition. The Designer must first evaluate a full closure of the roadway (utilizing detours, up-and-overs, etc.) or other MOT configurations to perform these operations. For full closures, traffic volumes must be evaluated to ensure that the alternate routes can reasonably accommodate the increased traffic demand. See also Traffic Management in Work Zones Policy (21-008(P)) and Standard Procedure (123-001(SP)) for additional information on exception request approvals for full closures. If there are no feasible alternatives and these operations must be performed utilizing short term closures of 15 minutes or less, the Designer must obtain concurrence from the Administrators in the Office of Structural Engineering (only for structures related requests) and the Office of Roadway Engineering to allow the use of this SCD for these operations prior to the Stage 1 plan submission.

The hourly rate of flow figures shown in Table 697-2 may not be readily available during the initial analysis of signal timing. In those cases, ADT data from readily available reports published by the Office of Innovation, Partnerships and Energy may be used to develop hourly rates of flow. Two factors should be used in this conversion: the peak hour factor (PHF) and “K.”

The typical applications in OMUTCD Chapter 6H and herein illustrate commonly encountered situations in which temporary traffic control devices are employed. Supplemental information provided in this Part of the TEM should also be consulted to insure compliance with ODOT standards. Other devices may be added to supplement the devices indicated in these figures. Device spacing may be adjusted to provide additional reaction time. When conditions are less complex than those depicted in the typical applications, fewer devices may be needed.

Reassurance Detour signing in rural areas should be erected at intervals not to exceed 2 miles. In urban areas, Detour signing should be spaced no more than two blocks apart.

When it is necessary to provide a distance with a warning message, it is ODOT practice to provide this distance on a supplemental plaque mounted below the Warning Sign. The message on the Warning Sign will include the word “AHEAD” rather than the distance. Portable changeable message signs (PCMS) are very helpful in providing advance information to approaching traffic, particularly if this information is to be modified frequently. See Section 605-9 for more information on PCMSs.

In addition to information in the OMUTCD, figures and tables found in this Part of the TEM provide information for the development of temporary traffic control plans. OMUTCD Table 6C-3 is used for the determination of taper lengths, and OMUTCD Table 6C-1 can be used for Warning Sign spacing for various areas and roadway types.

See Section 608-2 for Department duties and responsibilities regarding TIM During MOT on applicable projects. See Construction Administration Manual of Procedures (MOP), 614 Maintaining Traffic for ODOT Project Engineer specific duties and responsibilities regarding TIM During MOT on applicable projects.

The WZSZ is not in effect and enforceable until all of the existing Speed Limit signs within 1 mile in advance of and inside the WZSZ are removed or covered, and the WZSZ Speed Limit signs are in place with the appropriate legends displayed. Legends reflecting a speed limit in accordance with Table 1297-7 shall only be displayed when the work zone condition in place reduces the existing functionality of the travel lanes or shoulders. At all other times (when the work zone condition no longer reduces the existing functionality of the travel lanes or shoulders) the original posted speed limit shall be displayed.

Many maintenance of traffic situations require the use of either the full width or part-width of the paved shoulder as a traffic lane. Capacity, traffic characteristics, bridge width, work area location and existing shoulder characteristics all play a role in determining the extent of modifications and use of paved shoulders.

C&MS 615.04, permits a minimum guardrail offset of 1.5 feet and a maximum side slope of 1.5:1. These dimensions are appropriate for absolute minimum design, but design above these values should be provided when feasible. For design speeds over 40 miles per hour, a minimum shoulder width and guardrail offset of 6 feet is desired and 4:1 side slopes are desired where right-of-way is available.

When the grade crossing is equipped with an active traffic control system, the normal sequence of highway intersection signal indications should be preempted upon approach of trains to avoid entrapment of vehicles on the crossing by conflicting aspects of the highway traffic signals and the grade crossing signals. Temporary traffic control signals near grade crossings should be operated so that vehicles are not required to stop on the tracks. See OMUTCD Part 8 and Part 8 of the TEM for additional information.

On major construction projects, PCMS units can provide real benefits to road users. These benefits include increased work zone capacity resulting from advance warning of lane closures, and improved corridor capacity resulting from diversion schemes implemented in reduced capacity situations.

Removing, grading and installing the replacement barrier in a continuous operation shall be limited to _____ linear feet and shall at all times be subject to the approval of the Engineer. The Engineer shall be satisfied that all installations will afford maximum protection for traffic.

For temporary road pavement that is to be used for a short time (less than two months) by moderate traffic volumes (2000 ADT or less), C&MS Item 410 Traffic Compacted Surface, stabilized with C&MS Item 616, may be provided.

The designer must use engineering judgment in combining these guidelines with site-specific conditions to create a safe and efficient work zone environment. L&D Manual Volume 3, Section 1306 also provides the designer some guidance in developing MOT plans.

In addition to the requirements of C&MS 614 and the OMUTCD, a uniformed LEO with an official patrol car (car with top-mounted emergency flashing lights and complete markings of the appropriate law enforcement agency) shall be provided for the following traffic control tasks:

Lane closures on Interstate and other freeways and expressways shall meet the minimum criteria presented in Policy 21-008(P) (see Section 601-2).

The flare rate of the PB shall also be as called for in Table II of Traffic SCD MT-99.50. The flare rate may be applied at the exit gore; however, if the contractor will be working in the vicinity of the provided shift taper, the designer should consider specifying in the plans that the PB shall be located parallel to the edge line.

Advance work zone information signs, as used in this note, are fixed message types. The signs are to be located at extreme distance from the work area, as shown in the plans.

The work zone edge line parallel to the roadway (i.e., beyond the taper edge line) shall be used if the lane closure is greater than 3 days. The use should be specified in the Item 614 Maintaining Traffic Plan Note with an estimated quality carried to the General Summary. See the notes in Traffic SCD MT 95.61 and C&MS 614.11 for the type of work zone line to specify. Use of this line should be based on engineering judgment and include consideration of the length of the work, time of the closure, sequence of the work, including any need to remove the line in subsequent phases, encroachment on other lanes or the shoulder, type of work, geometrics in the area, and the relative cost of paint and work zone tape.

ODOT specifications discussed in this Part of the TEM for furnishing and installing temporary traffic control devices and material for work zones are contained in the following C&MS sections:

In these cases, actual current traffic counts should be obtained and analyzed to identify various peak periods for weekdays and weekends, noting particularly any directional imbalances occurring during the peaks. Where traffic patterns are determined to be repetitious and there is significant disparity between peak and off-peak traffic, or there are major differences between various peak periods, then a signal controller capable of adjusting timing to suit the anticipated traffic flows should be selected.

MT-99.50 may be appropriate for “weekend” closures, particularly at diamond interchanges for painting or other work within an interchange. In such situations, all traffic will be required to exit at the exit ramp and then re-enter at the entrance ramp. The cross highway shall be closed in order to allow continuous movement from the exit ramp to the entrance ramp. Appropriate signing and channelization shall be provided in order to maintain traffic flow along the ramps and to designate a detour for the cross-highway traffic. This additional traffic control should be detailed in the plans.

One function of this Part of the TEM is to serve as a guide for the designer in developing strategies to maintain traffic during construction activity, and in preparing a set of maintenance of traffic plans for incorporation into a set of highway construction plans. Tables 697-1a through 697-1f present a review of the pros and cons of various temporary traffic control options.

Designer Note: This note should be used in conjunction with C&MS Item 615, Roads for Maintaining Traffic. The calculations for the above quantities may be shown on the cross-sections or on a separate letter-size sheet that is attached to the LD-4 form.

Under light traffic the signal will normally operate in a pretimed mode using a simple pretimed controller, or using an actuated control in a pretimed mode (no detectors, recalls on). However, under certain conditions it may be desirable/necessary to use actuated control with detection or to require a multi-plan pretimed control (see Traffic SCD MT-96.20).

Traffic SCD MT-110.10 provides detail for maintaining or detouring pedestrian traffic. However, it is the responsibility of the designer to provide site-specific detail when necessary. For example, although MT-110.10 (in Note 5B on Sheet 2 of 2) calls for a maximum grade of 5 percent and a maximum cross slope of 2 percent for temporary walkways, there could be specific locations where the profile of the existing street and sidewalk are at 5 percent or greater. In such a case, the designer should specify in the plans the appropriate criteria to be applied at the specific site. It is suggested that under such conditions where pedestrians are detoured into the curb lane, that the elevation of the temporary walkway be raised to that of the sidewalk in order to eliminate the need for ramps between the sidewalk and the roadway elevations.

These signalized closing treatments provide high visibility of one side of the single lane (PB with reflective panels, barrier reflectors and object markers, or retroreflectorized drums). However, similar night visibility is not assured for the roadside away from the work. If a hazard beyond the shoulder, or a constriction such as a bridge parapet or guardrail, exists on that side, additional devices (retroreflective panels, barrier reflectors, etc.) should also be specified on that side to provide a more balanced outline of the maintained lane.

The lump sum for Item 614 Maintaining Traffic will cover all other work needed to place, maintain and remove the shoulder transitions including:

When a MOT setup contains either narrowed lanes with limited shoulders, a contraflow configuration, limited access for Incident Management, or expectation for an increase in incidents, the project should consider adding temporary work zone cameras for incident monitoring. Coordination shall be done with both the Office of Traffic Operations and Office of Traffic Management (TMC). See Section 1303-4 for more information about CCTV cameras.

As noted in OMUTCD Section 6F.80, delineators may be used in temporary traffic control zones to indicate the alignment of the roadway and to outline the required vehicle path through the temporary traffic control zone. When used, delineators shall be used in combination with, or be supplemental to, other traffic control devices.

the appropriate temporary Regulatory Signs. OMUTCD Sections 2B.13 and 2B.16 and Chapter 1203 should be consulted before temporary traffic control zone regulatory speed limits are established.

Table 697-3. Initial Timing Chart As noted in Section 641-12.4, Table 697-3 presents an example of a timing chart that could be used in a plan involving a signalized one-lane, two-way closing to indicate specified signal timing.

The maximum length of one-lane operation for one-way traffic signal control is determined by the capacity required to handle the peak-hour demand. Table 697-2 summarizes these conditions.

If an adjacent lane closure (in compliance with the PLCS) and/or a lane shift cannot be implemented to achieve lateral clearance from joint coring (or other similar operation with short periods of encroachment) located at the edge of a closed area without positive protection that is immediately adjacent to an open lane of traffic, a TMA shall be used to protect the specified operation. TMAs shall be used even if additional measures are implemented to achieve lateral clearance. When used, TMAs should be NCHRP Report 350 or MASH TL-3 compliant and should be operated and located per manufacturer recommendations and AASHTO’s Roadside Design Guide.

Diesel spills have often resulted in travel lanes remaining closed to motorists for an extended period. These delays are most commonly attributed to the fact that the trucking company responsible for the cleanup cannot be contacted or cannot provide cleaning operations in a timely manner.

The FSP operators interact closely with the Statewide TMC (see Section 1303-1) staff to exchange incident locations and pertinent information.

The VARIABLE SPEED LIMIT AHEAD (W3-H5b) sign shall be used to warn of the upcoming WZSZ (see Section 605-6.4). It should be placed approximately 1,250 feet in advance of the first reduced speed limit sign (DSL Sign Assembly or temporary flatsheet Speed Limit sign) on freeways and expressways, approximately 500 feet on major conventional highways, and on each open entrance ramp within the WZSZ.

As noted in OMUTCD Section 6F.22, the LANE CLOSED AHEAD sign (W20-5) shall be used in advance of that point where one or more lanes of a multi lane roadway are closed. The sign may be used in repetition, in conjunction with appropriate distance legends, or with other Warning Signs. Where used on high-speed facilities, the 48-inch size sign shall be used. Where speeds are 40 miles per hour or lower and volumes are moderately low, the 36-inch size may be used.

For the right and left-lane closings shown in Traffic SCDs MT-95.31 and 95.32, if the traffic or any of the traffic control devices are expected to encroach on or over the center line, it may be necessary to close the left lane of opposing traffic, in accordance with MT-95.32. For short-term daylight closures, it may be possible to narrow the opposing lanes or shift them onto the shoulder using cones for guidance. Engineering judgment is necessary to determine the best solution. This evaluation should include consideration of the geometrics, traffic volumes and speeds, traffic composition and duration of the work.

Crossover locations should be very carefully selected with traffic needs being the primary consideration. A tangent Section on flat terrain is the most desirable location for constructing a crossover. The designer should field check possible crossover locations to select the optimum site and not necessarily choose the project limits as their location. Crossovers should also be located away from interchange, rest area or other ramp decision points.

Delineators shall be mounted on crashworthy supports so that the retroreflective unit is approximately 4 feet above the near roadway edge. The standard color for delineators used along both sides of two way streets and highways and the right side of one way roadways shall be white. Delineators used along the left side of one way roadways shall be yellow. Spacing along roadway curves should be as set forth in OMUTCD Section 3F.04, and should be such

When working in the interior lane(s) of a directional roadway with three or more lanes, multiple lanes should be closed per OMUTCD Figure 6H-37 to remove the unique safety hazards to workers and motorist that are created by an interior-lane only closure. For emergency pothole patching necessitating an interior-lane closure, the District should use the resources available and LEOs to comply with OMUTCD Figure 6H-37 to the extent practical.

A maintenance of traffic meeting shall be held a minimum of [ 30 ] calendar days prior to implementation of each approved MOT Exception. This meeting shall include the District Work Zone Traffic Manager and [ Insert applicable local agency(ies) ] as well as the Contractor, Worksite Traffic Supervisor (WTS) and any subcontractors involved with temporary traffic control.

[WZSZs using temporary flatsheet Speed Limit signs shall be in accordance with this note and SCD MT-104.10. Additionally payment may be removed, or a disincentive applied, for WZSZs using temporary flatsheet Speed Limit signs the same as described in the most recent publication of SS 808 in regards to WZSZs using DSL Sign Assemblies (see SS 808.06 paragraphs 4 through 7, including Table 1).]

The maintenance of traffic notes should include a sequence of construction activities to coordinate the maintenance of traffic details, especially on complex projects. The sequence should include any planned stages, phases or steps as well as particular procedures if appropriate.

Payment for all costs associated with manufacturing, mounting, relocating, and removing the sign, including all labor, materials and equipment shall be included in the contract price per Each for Item 614-Business Entrance sign.

Planning and design for maintaining pedestrian traffic should consider both the characteristics of that traffic and the type of construction activities. An analysis of trip origins, destinations and travel paths is useful for providing adequate temporary facilities. Also see OMUTCD Chapter 6D for additional information about accommodating pedestrians in temporary traffic control zones.

On the basis of this policy, the Permitted Lane Closure Schedule (PLCS) was established for each District. This information has been consolidated into a statewide system of schedules available from the ODOT website. There is also a link to this site from ORE’s Traffic Control website. The scheduling information shall be reviewed periodically by the Districts and updated as needed. Use of the PLCS in the design process is described in Section 630-4.

A DETOUR sign with an advance arrow (M4-9) may be used in advance of a turn. On multi-lane streets, a DETOUR sign with an advance turn arrow should be used in advance of a turn.

A "holiday weekend," for traffic maintenance purposes, typically begins at noon on the last normal weekday preceding the weekend. Traditionally, the “holiday weekend” has been considered to end at 6:00 AM on the first normal weekday following the holiday; however, the designer should review the traffic patterns at the specific location. Historical traffic data at the location for the following weekday morning may indicate the need to extend the end time later than 6:00 AM, or may support the ability to set the end time at 6:00 AM or earlier to allow the contractor a full day of normal operation. A day between the holiday and Saturday or Sunday is considered part of the weekend.

If a temporary traffic control zone requires Warning Signs different from those existing, the existing permanent Warning Signs shall be removed or covered and superseded by the appropriate temporary Warning Signs.

Emergency pull-offs shall be considered in work zones with a length of 3 miles or more without an interchange within the project limits, or in work zones with a length of 5 or more miles with an interchange within project limits. Emergency pull-offs may also be considered in work zones that do not meet the minimum specified criteria for length or interchanges. Signing for pull-offs shall be erected in order to provide advance notice to the road user of the emergency pull-offs. These signs should be rectangular in shape, with black legend on orange background.

Before incorporating lane closures into the design of the MOT Plan, the effect of the lane closure on the traffic flow must be analyzed to insure that delay to the road users is kept within an acceptable range (see Section 640-13).

The traffic control plan may include plan sheets for each sequence of operation, to show all temporary signing and pavement marking applicable to the phase. Additionally, removal or covering of non-applicable signs should be indicated on the plan.

Sufficient numbers of the Work Zone Speed Limit signs shall be included to fulfill all approved WZSZs within the entire project at the spacing required by Traffic SCD MT-104.10 plus the sign(s) for each entrance ramp, for each applicable direction. For example, for a 2.33 mile work zone speed zone (EB only; reduced to 55 mph) on a 6 mile project on an Interstate freeway with 2 open entrance ramps, what is the number of signs needed for this approved speed zone?

All work and traffic control devices shall be in accordance with C&MS 614 and other applicable portions of the specifications, as well as the Ohio Manual of Uniform Traffic Control Devices. Payment for all labor, equipment and materials shall be included in the lump sum contract price for Item 614, Maintaining Traffic, unless separately itemized in the plan.

Products List maintained by ORE. Anchored PB is not intended for use where uni- or bi-directional traffic is running along both sides of the PB.

Neither portable nor permanent sign supports should be located on sidewalks, bicycle lanes, or areas designated for pedestrian or bicycle traffic.

The above signing shall be mounted in such a way as to be a minimum of 4 feet above the water level, unobstructed by tree branches, and properly angled for maximum visibility from the main clear channel. The method of supporting the signs shall be approved by the engineer prior to installation. Upon completion of the project, the signs and support systems shall be completely removed from the river channel. The Contractor shall notify local paddle craft liveries using this portion of the river at least 10 days prior to any changes affecting paddle craft traffic. Portage trails if used shall be constructed and maintained by the Contractor with the least possible disturbance to the surrounding area. The trail shall be adequately marked in both directions. The Contractor shall be responsible for obtaining the right-of-way for the portage trails if required.

Any additional costs (administrative or otherwise) incurred by the Contractor to obtain the services of an LEO are included with the bid unit price for Item 614, Law Enforcement Officer With Patrol Car for Assistance.

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For information on the requirements and use of a STOP/SLOW AFAD, refer to OMUTCD Section 6E.05 and Supplemental Specification 930.02.

A temporary flatsheet Speed Limit sign (applicable R2-1, R2-H2a, etc.) indicating resumption of the original posted speed limit shall be erected 300 feet downstream from the point where there is no longer the work zone condition that warranted the speed limit reduction.

Allowable lane closure hours for facilities not covered by the PLCS, if any, shall be as specified elsewhere in the plans.

An arrow board is a sign with a matrix of elements capable of either flashing or sequential displays (see OMUTCD Section 6F.61). This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a temporary traffic control zone.

During working hours, the shadow vehicle shall display a yellow high-intensity rotating, flashing, oscillating, or strobe light. For additional protection on multi-lane highways (45 mph and above), the shadow vehicle may be equipped with a truck-mounted attenuator (TMA) (see Section 605-15.3).

No work shall be performed and all existing lanes shall be open to traffic during the following designated holidays or special events:

Designer Note: This note shall be used when quantities of C&MS Items 410, 614, 616, or other items, are added to the plan to be used as directed by the Engineer. Such estimated quantities for maintaining traffic are normally required when through or local traffic is being maintained on a facility during construction. Quantities of C&MS Item 614 Asphalt Concrete or C&MS Item 410 will depend on the number of drives and pavement cuts required because of drainage or utilities. Generally, every 50 cubic yards of C&MS Item 410 will require 1 M. Gal. of C&MS Item 616, Water (minimum of 50 M. Gal.).

In cases of unusual horizontal/vertical curvature, the designer may want to provide illumination of the taper area(s) depending on traffic volumes, crash history or patterns (particularly those involving crossing of the center line). See Part 11 of this Manual for general lighting design principles. For guidance in unusual situations, the Office of Roadway Engineering (ORE) should be contacted.

Guardrail should be as detailed in the current Roadway Standard Construction Drawings. Any variation from these standards shall be submitted for approval by the Office of Roadway Engineering (ORE) at the design stage, on a case-by-case basis.

Figure 698-2. Temporary Traffic Control Signs As noted in Section 605-2.1, Figure 698-2 illustrates Regulatory, Warning and Guide Signs discussed in this Manual that are not shown in the OMUTCD.

If shifting traffic closer than 8 feet to existing cable barrier, portable barrier shall be added adjacent to opposing traffic for separation.

The cleanup of diesel spills is a reoccurring problem in Ohio. In the past, small scale spills (less than 300 gallons) have caused roadways to be closed for hours. Through task force discussions, it was estimated by the Ohio Environmental Protection Agency (OEPA) that approximately ninety percent of freeway closures are the result of spilled or leaked diesel fuel from commercial vehicles. After examining these incidents, it was determined that a new set of procedures needed to be established to help facilitate the timely cleanup of diesel spills.

If the temporary traffic control zone affects the movement of pedestrians, adequate pedestrian access and walkways shall be provided. Chapter 603, and OMUTCD Figures 6H-28 and 6H-29 contain additional information regarding controlling pedestrian movements near work zones.

The Plan Note for “Barrier Delineation, As Per Plan” has been deleted and the information incorporated into revised Plan Note 642-51.

The OPI and QAR procedures previously described in this Section are no longer in place; therefore, the text has been deleted.

Designer Note: This note shall be used when winter traffic limitations are required. Consult the Office of Construction Administration for guidance on determining the disincentive amount to be used in this plan note. Winter Time dates should be determined by the District. If dates specific to the project site cannot be determined, the default dates of Winter Time shall be October 15 to April 1 to align with WZRPM (614.115C) requirements.

All work zone devices purchased for use by maintenance crews after the implementation dates shall be NCHRP 350 compliant. The District should require all suppliers to provide a copy of the acceptance letter for all Category 1, 2, and 3 devices before any purchase is finalized if not on the Office of Materials Management’s website of approved devices.

Supplement 1050 and Supplemental Specification 961 establish the criteria for inclusion on ODOT’s Approved List for Portable Traffic Signals. Portable traffic signals furnished on ODOT’s projects shall be on ODOT’s Approved List.

For a lane closure application, it is recommended to use a sensor at the beginning of the taper, a sensor at 0.5 miles from the taper, a sensor at 1 mile from the taper, and then sensors spaced at 1 mile from there. For all other applications 0.5 miles, 1 mile, or a combination or 0.5 miles and 1 mile sensor spacing is recommended depending on the expected queueing. For all applications, there should be at a minimum one PCMS for every four sensors.

During normal daytime maintenance operations, the functions of flashing warning beacons are adequately provided by high-intensity rotating, flashing, oscillating, or strobe lights on a work vehicle. Vehicle hazard warning lights are permitted to be used to supplement these lights; however, they shall not be used instead of the vehicle’s high-intensity rotating, flashing, oscillating, or strobe lights.

An arrow board should be used in combination with appropriate signs, channelizing devices, or other temporary traffic control devices. Arrow boards will not solve difficult traffic problems by themselves, but can be very effective when properly used to reinforce signs and other traffic control devices. Necessary signs, barricades and traffic control devices shall be used in conjunction with the arrow displays.

The process for review and approval of Work Zone Speed Zones is addressed in Section 1203-2.9. Based on criteria discussed in Sections 1203-2.9 and 640-18, some construction projects may warrant a Work Zone Speed Zone (WZSZ). Traffic SCD MT-104.10 and Plan Note 642-24 shall be used on qualifying projects that are approved to use a WZSZ. WZSZs using DSL Sign Assemblies also require the use of Supplemental Specifications 808 and 908.

Portable Changeable Message Signs (PCMSs) may also be used to supplement the flatsheet or extrusheet signs. If PCMSs are to be used, the designer shall specify the quantity of signs and provide the appropriate legends to be displayed.

Section 605-4 is intended to address signs developed for use on ODOT-maintained highways that are not currently addressed in the OMUTCD. There may be a need for various Regulatory Signs that are not in the OMUTCD. They may eventually be incorporated into the OMUTCD; however, if their use is limited they may not be incorporated into that manual. Special Regulatory Signs should conform to the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

Where the horizontal alignment is to be altered from that of the existing roadway, the maintenance of traffic horizontal alignment shall conform to the criteria in L&D Manual Volume 1, Sections 202.1 and 202.2. The designer should also ensure that the minimum stopping sight distance criteria in L&D Manual Volume 1, Section 201.2 and the vertical clearances from L&D Manual Volume 1, Section 302.1 are satisfied. Vertical clearance may particularly become a problem in situations where a lane is shifted to use the shoulder and/or if work on an overhead bridge creates a reduced vertical clearance. If the existing clearance over the through lanes cannot be maintain, the Office of Maintenance Operations’ Special Hauling Permit Section should be consulted to identify other minimum bridge heights in the area (upstream, etc.) and maximum heights they permit through the corridor. Each situation will need to be considered on a case-by-case basis, and potential treatments will vary depending on the conditions. This could range from establishing and signing for a nearby alternate route able to accommodate vehicles over the restricted height, to no additional treatment being needed. See TEM Section 202-7 for additional information on when Low Clearance signs (W12-2 or W12-2a) are required to alert drivers of the condition.

The signs shall be erected on the right-hand side of the road/ramp facing traffic. They shall be placed so as not to interfere with the visibility of any other traffic control signs. On roadways, they should be erected at or near the point of closure. The signs may be erected anywhere on ramps as long as they are visible to the motorists using the ramp. On entrance ramps, the sign shall be erected well in advance of the merge area to avoid distracting motorists.

This Part does not address every conceivable temporary traffic control condition. Each situation is unique; therefore, the temporary traffic control used should take into consideration the individual characteristics of the particular situation.

In urban areas, consideration may be given to closing some entrance ramps. This can reduce the volume of traffic using the highway and minimize the negative effect on mainline traffic capacity caused by the ramp traffic merging onto the highway. Such closures could significantly improve traffic flow on the freeway; however, detours must be provided on the surface street system to handle the diverted traffic volume.

Object markers shall conform to C&MS 614.03. Barrier object markers shall be 6 inches wide and at least 12 inches high. They shall have orange (fluorescent red-orange or fluorescent yellow-orange) retroreflective sheeting (see C&MS 614.03 for more information on materials). If used with two-way traffic, object markers shall be mounted in pairs facing traffic from each direction.

Pedestrian considerations are addressed in Section 603-2 and 640-25. When it has been determined that a detour should be provided for pedestrian traffic, Traffic SCD MT-110.10 shall be used.

As noted in OMUTCD 6G.03, the choice of temporary traffic control needed for a temporary traffic control zone depends upon where the work is located. As a general rule, the closer the work is to road users, the greater the number of temporary traffic control devices that are needed. Procedures are described in OMUTCD Chapter 6G and herein for establishing temporary traffic control zones in the following locations:

Designer Note: This note shall be used on all four-lane high-speed projects which will last longer than six months, and on other projects where there is a high probability that a number of drums will be damaged during construction.

If three or more total days result in issues described in Deduction B or C above, the primary WTS (and any alternate WTS, if applicable) shall be immediately removed from the work in accordance with C&MS 108.05. Upon removal the Engineer shall notify ODOT Central Office (WTSPrequalification@dot.ohio.gov) to register a removal at the project level against the statewide prequalification for the primary WTS (and alternate WTS, if applicable). Accumulation of three project level removals (from any projects statewide) shall cause statewide disqualification for any formerly Prequalified WTS. A WTS (and alternate WTS, if applicable) may be immediately and concurrently removed from the work at the project level in accordance with C&MS 108.05 and disqualified statewide from the ODOT prequalified WTS roster (regardless of the number of project level removals), as well as being subject to other potential consequences, in cases of falsified, dishonest or otherwise unethical activity or documentation.

Treatment of the permanent Guide Signs and Lane Control Signs shall be considered. The need for a detour and related signing must also be addressed.

This work shall consist of furnishing, maintaining, and subsequently removing a 50-inch Portable Barrier at the locations shown on the plans. For details, see SCD RM-4.1. Portable steel barrier is an approved alternative to portable concrete barrier. For information on approved vendors, see the Approved Products List maintained by the Office of Roadway Engineering.

Supplement 1108 and SS 908 establish the criteria for inclusion on ODOT’s Approved List for DSL Sign Assemblies. DSL Sign Assemblies furnished on ODOT projects shall be on ODOT’s Approved List.

Maintaining the temporary traffic control zones with road user flow inhibited as little as possible, and using temporary traffic control devices that get the road user’s attention and provide positive direction are of particular importance.

Refer to OMUTCD Chapter 6G, OMUTCD Figure 6H-35 and TEM Chapter 606 for other pothole patching work durations such as Mobile, etc., and the associated TTC for these work conditions.

Table 697-1d. Time Limitations With Disincentive Option As noted in Sections 606-16, 630-2 and 640-24.4, Tables 697-1a through 697-1f present a Compendium of Traffic Control Options of various traffic control strategies and traffic control options. Table 697-1d addresses time limitations with a disincentive option.

Payment will be made at the unit price per each for Item 614, Work Zone Crossover Lighting System throughout all phases of work when the crossover roadways are used.

backgrounds, and those in OMUTCD Chapter 6I permitted to have fluorescent pink backgrounds (also see Section 605-5.2). Colors for Guide Signs shall follow the standards in OMUTCD Chapter 2D, except for Guide Signs noted in Sections 605-7 and 605-8.

Table 697-5. Sample Phasing Chart for Actuated Signal Control As noted in Section 641-12.4, Table 697-5 presents a sample phasing table that can be used in the plan.

The MOT Conceptual Plan should include a stick drawing (schematic or sketch) of the preferred alternative covering the entire project. The drawing should include some, if not all, of the information listed in Section 630-5(2b). The information in Section 630-5(2c) shall be used to create the cross/transverse sections.

Freeway Service Patrol (FSP) operators or other staff may encounter hazardous materials incidents as part of their normal activities, or ODOT may receive a request for assistance from a responding agency. When ODOT receives notification of a fuel spill, the following factors shall be addressed:

The use of temporary raised pavement markers in temporary traffic control zones is addressed in OMUTCD Section 6F.79, Section 641-30 and in Traffic SCD MT-99.30.

Apart from exception approval from the Maintenance of Traffic Exception Committee (MOTEC), queue lengths on freeways and expressways shall not exceed the maximum thresholds set forth in ODOT Policy 21-008(P) (see Section 601-2). An analysis of traffic patterns within freeway and expressway sections shall be performed in order to develop maintenance of traffic strategies which attempt to meet these queuing thresholds. The queuing thresholds set forth in the Policy are as follows:

A longitudinal buffer space may be placed in advance of a work space. It may also be used to separate opposing road user flows that use portions of the same traffic lane, as shown in OMUTCD Figure 6C-2.

Barrier reflectors shall be installed on all temporary guardrail used for traffic control; and, on all permanent guardrail located within 5 feet of the edge of the adjacent travel lane.

On ODOT-maintained highways a glare screen shall be used at all crossover locations unless a 50-inch portable barrier (PB) is provided. The upper portion of the 50-inch portable barrier (PB) serves as a glare screen (see Roadway SCD RM-4.1 for details).

The transition should be designed to maintain the original legal speed limit or an appropriate speed limit as discussed in Sections 640-18.1 and 640-18.2.3. However in exceptional cases, where a local speed reduction may become necessary, advisory speed plaques should be added to the W1-4, W1-4b or W1-4c sign to warn the road users of the appropriate travel speed for the local conditions.

Crest and sag vertical curves on temporary roads should comply with L&D Manual Volume 1, Section 203.3 using minimum criteria. Maximum allowable grades are the values shown in L&D Manual Volume 1, Figure 203-1 under hilly terrain for the appropriate design speed.

If lane width reduction on freeways and expressways is necessary, it is desirable to maintain a minimum width of 11 feet. Widths should not be less than 10 feet on any highway unless the lane widths on the existing facility are less than 10 feet. In no case shall the lane width be less than 9 feet. See Table 697-4 for required lane widths when the degree of curvature exceeds 10 degrees (horizontal curve radius is less than or equal to 500 feet). These lane width criteria shall also apply to freeway and expressway ramps. See the Traffic SCD MT-98 series.

To help with overall incident management, it is important to log traffic incidents. These logs can be reviewed at a later date to help improve incident management techniques, or they can be used for secondary crash research purposes. Whatever the reason, all incidents that result in freeway closures should be logged. Section 608-7.2.5 includes specific details to include in each logged incident.

OMUTCD Section 6B.01 outlines various principles and procedures that experience has shown tend to enhance the safety of road users and workers in work zones and incident areas.

In accommodating the needs of pedestrians, it should always be remembered that the range of pedestrians that can be expected is very wide, including the blind, the hearing impaired, and those with walking handicaps. All pedestrians need protection from potential injury and a smooth, clearly delineated travel path.

This Chapter has been reserved for information on other considerations that should be noted, but for various reasons have not been addressed in the other Chapters. For example, it may at times be used to expedite incorporating information that will later be consolidated into other Chapters.

MT-97.11 and 97.12 provide guidance for traffic going through a paving operation by the use of flaggers and traffic cones. They provide for the use of cones placed laterally across the lane being paved at roads intersecting the closure, and attempt to keep the work area length to a minimum and keep the advance signing and the flagger grouped together.

The one lane, two way traffic taper is used in advance of an activity area that occupies part of a two way roadway in such a way that a portion of the road is used alternately by traffic in each direction. Traffic should be controlled by a flagger or a temporary traffic signal (if sight distance is limited), or a STOP or YIELD sign. A short taper having a maximum length of 100 feet, with channelizing devices at approximately 20 foot) spacings, should be used to guide traffic into the one way section. OMUTCD Figures 6C-3, 6H-10 and 6H-46 illustrate one-lane, two-way traffic control situations using flaggers.

The work zone signal control required for this project and shown on sheets ___________ and Traffic SCDs MT- 96.11, 96.20 and 96.26 shall be fully traffic-actuated and operate in a manner similar to that described in Section 733.02 of the Construction and Material Specifications.

The information provided in this Part of the TEM is intended to supplement OMUTCD Part 6 by presenting ODOT policies, standards, guidelines, practices and procedures concerning the design and application of various types of temporary traffic control. Examples of situations which require temporary traffic control include highway construction and maintenance work, utility work, special events (e.g., tournaments and festivals) and incidents (e.g., traffic crashes and chemical spills).

The designer shall review the probable location of crossover lighting units in the field to assure reasonable placement with respect to ditches or other features. A work zone crossover lighting system shall be provided when an existing lighting system is not present. When a work zone crossover lighting system is to be provided, Plan Note 642-35 (Section 642-35) should be used.

MT-99.50 may also be appropriate for emergency situations. Additional site-specific message boards may be appropriate in order to provide detour signing, directing traffic back to the freeway/expressway.

The Contractor shall provide, erect, maintain and remove an additional Extra Advance Warning Sign Group to provide additional warning for the anticipated traffic increase during the following holidays and special events: [_____Insert applicable holiday periods and special events as defined by policy and the specific needs of the project._____]. These signs shall be erected no later than 1:00 p.m. the third day preceding the holiday, holiday weekend or special event and not removed before 9:00 a.m. the third day subsequent to the holiday, holiday weekend or special event. The signs shall be removed during the periods between holidays or special event. The W16-3a Distance plates shall read "_______ MILES" with the W20-5 signs located ______ miles from the beginning of the lane taper. Spacing of the other signs shall be as shown on Traffic SCD MT-95.30 or 95.40.

The objective of temporary traffic control in general is to provide for the safe and expeditious movement of traffic through work zones and incident areas by doing the following:

All qualifying projects (construction or maintenance) using WZSZs with temporary flatsheet Speed Limit signs shall use Plan Note 642-24 and Traffic SCD MT-104.10.

Any pavement between the edge line and the PB shall be marked with transverse lines at 100 foot spacing. It is recommended that raised pavement markers be provided along the edge line where the PB does not run parallel to the edge line.

As noted in OMUTCD Section 6F.02, existing yellow or fluorescent yellow-green Warning Signs already in place within temporary traffic control zones may remain in use when applicable. Color for other signs shall generally follow the standard for all highway signs.

The Contractor shall provide, erect and maintain signs and sign supports, as detailed in the Ohio Manual of Uniform Traffic Control Devices, and Type III barricades of the type and location as follows:

All existing lanes, including ramps, shall be open and available to traffic in the original or proposed final alignment between [October 15] and [April 1]. Should the contractor fail to meet these requirements, a disincentive shall be assessed in the amount of $______ per calendar day.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums and Warning Lights.

Typical Plan Notes have been consolidated here for convenience in preparing plans. The number used for the Plan Note will be the same as the Section number. When a Plan Note revises the material or contractor requirements from that which is specified in the C&MS, both the note and the bid items will be “as per plan.” Where there are design instructions pertaining to a specific note, they are listed at the end of the note. These notes may be modified to further define the conditions of a project or maintaining agency. Each note is accompanied by a “Designer Note” in an attempt to give some guidance as to when the note should be used.

In general, LEOs should be positioned in advance of and on the same side as the lane restriction (or at the point of road closure), and to manually control traffic movements through signalized intersections in work zones.

An Extra Advance Warning Sign Group consists of two W20-1 (ROAD WORK AHEAD) signs, two W20-5 (RIGHT /LEFT LANE CLOSED AHEAD) signs with W16-3a Distance plates, and two W3-H7 (WATCH FOR STOPPED TRAFFIC) signs and required warning lights.

Chapter 607 provides additional information on the use of these devices in typical applications, Chapter 640 provides additional design and plan preparation information, Chapter 650 addresses construction issues, Chapter 660 addresses maintenance issues, and Chapter 670 addresses various other considerations.

This Chapter provides information supplementing that presented in OMUTCD Chapter 6E regarding the use of flaggers to provide temporary traffic control.

Payment for providing, erecting, maintaining and removing Extra Advance Warning Sign Groups shall be included in the lump sum bid for Item 614, Maintaining Traffic.

Traffic SCDs to address lane closures on freeways and expressways have been developed, and lane closure procedures are also discussed in Chapter 641.

Designer Note: This note should be included in the plan when a signalized one-lane, two-way closing is used. The chart is intended to show the timing for the signal location under consideration. Phases shown in the chart match those shown in SCD MT-96.20. Add more phases as needed to accommodate side streets, driveways, etc. Usually, the desired internal clearance time for phase 1 is the same as the desired internal clearance time for phase 3.

Two Standard Operating Procedures (SOPs) maintained by the Office of Maintenance Administration (on their intranet Reference Materials webpage) should be consulted when detours are required:

Portions of the MOT plans as described below have approved MOT Exception(s) per Traffic Management in Work Zones Policy (21-008(P)) and Standard Procedure (123-001(SP)).

The SCD includes two separate details drawings. Work location determines which detail is used. The first is intended for use when the work is in the inside portion of the ramp curve, with traffic to be routed along the outside portion of the curve. The second is intended for use when the work is in the outside portion of the ramp curve, with traffic to be routed along the inside portion of the curve.

All temporary pavement markings, including pavement markings for No Passing Zones, shall conform to the requirements of OMUTCD Chapters 3A and 3B with the following exceptions:

As noted in OMUTCD 6G.02, work duration is a major factor in determining the number and types of devices used in temporary traffic control zones. The duration of a temporary traffic control zone is defined relative to the length of time a work operation occupies a spot location.

Payment for resurfacing within the transition area shall be paid for under the appropriate bid items for the work required, as provided for in the plans.

[Along runs of increased barrier delineation where this item is provided, the quantity shall be measured as the entire length of the run of increased barrier delineation, including the spaces between the individual delineation panels or stacks of barrier reflectors.]

For lane closures, the use of LEOs should be required during: initial set up periods, tear down periods, substantial shifts of a closure point or when new lane closure arrangements are initiated; and for operations without positive protection occurring within 10 feet of an open traveled land that meet all of the criteria listed within Plan Note 642-55. Use of LEOs is required during: the entire advance preparation and closure sequence where complete blockage of traffic is required; and during traffic signal installation when impacting the normal function of the signal or the flow of traffic, or when traffic needs to be directed through an energized traffic signal contrary to the signal display. LEOs should not be used where the OMUTCD intends that flaggers be used.

Traffic SCD MT-110.10 provides detail for maintaining or detouring pedestrian traffic. However, it is the responsibility of the designer to provide site-specific detail when necessary. For example, although MT-110.10 (in Note 5B) calls for a maximum grade of 5 percent and a maximum cross slope of 2 percent for temporary walkways, there could be specific locations where the profile of the existing street and sidewalk are at 5 percent or greater. In such a case, the designer should specify in the plans the appropriate criteria to be applied at the specific site. It is suggested that under conditions where pedestrians are detoured into the curb lane, the elevation of the temporary walkway be raised to that of the sidewalk in order to eliminate the need for ramps between the sidewalk and the roadway elevations.

Triple-stacking of barrier reflectors shall consist of aligning three barrier reflectors vertically, at locations where a single barrier reflector would be otherwise attached. There shall be no open space between the adjacent barrier reflectors. The top of the middle barrier reflector shall be located 26 inches above the pavement. See Plan Note 642-51 in Chapter 642 and Traffic SCD MT-101.70 for further details.

When work requires project vehicles to enter or exit adjacent open lanes of traffic on facilities meeting the aforementioned conditions, construction ingress and egress shall only occur at established construction access points that include proper signing, acceleration and deceleration lane, and delineation. It is important for the designer to anticipate the general need for construction access and identify within the plans acceptable locations that facilitate the ability to utilize construction access points per Traffic SCD MT-103.10. The location of the access points needs to be considered when developing project staging since the pavement within the access area typically cannot be replaced while actively being used as a construction access point. The number of construction access points shall be kept to a minimum; however, they may be relocated during the project as necessary to accomplish construction activities.

Designer Note: Portable changeable message signs (PCMSs) are trailer-mounted programmable message units which can be utilized to provide advance information about upcoming traffic conditions or diversion routing schemes to road users (see Section 605-9). PCMS units are supplemental information devices and shall not be utilized as alternates to standard fixed signing or arrow boards.

Whenever a reduced speed limit is to be used within a Section that has more than one original posted speed, the areas should be evaluated as separate sections. If there is not enough room (lengthwise) to implement the separate WZSZs, consideration may be given to lowering consecutive work zone speed zones to the lower approved work zone speed limit.

It is often necessary to install temporary traffic signals in order to maintain traffic through temporary traffic control zones. As noted in OMUTCD Section 6F.84, temporary traffic control signals used to control road user movements through temporary traffic control zones and in other temporary traffic control situations shall meet the applicable provisions of OMUTCD Part 4. Section 6F.84 and this Part of the TEM provide additional information on the use of traffic signals in temporary traffic control zones. Part 4 of this Manual should also be reviewed for applicable information.

The DSL Sign Assemblies should be repeated every 1 mile. They should also be placed immediately after each open entrance ramp (or intersection) within the WZSZ but beyond the ramp lane merge taper if applicable.

It is the intent of this requirement for the project plans to provide signal timing to accommodate the traffic impacts caused by work zones for each construction phase. Where the affected signals are part of a coordinated signal system, the MOT plans shall provide revised coordination timing plans (i.e., not just local timing parameters). In the case of a coordinated signal system, all of the signals in a system shall be provided updated coordination timing without regard to their proximity to the physical work zone. The number of coordinated timing plans shall match the number of plans being used prior to the start of the construction project.

The activity area is the Section of the highway where the work activity takes place. It is comprised of the work space, the traffic space and the buffer space.

When standard orange flags or flashing warning lights are used in conjunction with signs, they shall not block the sign face.

The response data shall be recorded for evaluation and identification of areas exceeding requirements or needing improvement. The Statewide TMC supervisors, FSP operators and the Office of Traffic Management (OTM) will work together to further develop minimum and desirable levels of service through the QAR process.

Training is required for each ODOT Highway Technician assigned to a county with a PLCS segment of freeway and/or expressway. It is recommended that County Managers and other ODOT staff involved with incident management also attend the diesel spill training. The ODOT Office of Training, in cooperation with the Ohio Fire Academy will provide the diesel spill training, which will be presented in two parts. Part 1 consists of the HazMat and WMD (Weapons of Mass Destruction) Awareness training course provided by the Ohio Fire Academy. Part 2 consists of ODOT training, provided through the ODOT Office of Training. Part 2 will focus on ODOT-specific diesel spill cleanup initiatives and provides hands-on instruction.

The FSP operators shall assist with traffic control for major incidents, remove debris from travel lanes, address small diesel spills and assist motorists (with the same restrictions as the HTs; see Section 608-7), and tag for future removal abandoned vehicles which are not blocking travel lanes.

The Plan Note for Work Zones Lighting System, found in Section 642-39, shall be included in the plans when lighting is required at the points of lane closure.

When traffic will be on a shoulder near structure parapets or guardrail, plan quantities may also be needed for Bridge End Markers and additional barrier reflectors (spacing of 25 feet when traffic is close to these barriers).

For pothole patching, it may take longer to set up and remove the TTC zone than to perform the work. This can significantly increase the delay for road users and increase workers’ exposure to road hazards. Therefore, simplified control procedures may be warranted. The OMUTCD allows a highway agency some discretion in determining the TTC to provide. However, the agency’s application of these devices should be consistent and commensurate with the conditions present in order to minimize risk to workers and the traveling public.

OMUTCD Section 6F.44 indicates that the Shoulder Drop-Off sign (W8-17) “should be used when a shoulder drop-off, adjacent to the travel lane, exceeds 3 inches in depth for a continuous length along the roadway, based on engineering judgment.” However, Traffic SCD MT-101.90 has been developed to address shoulder drop-off situations on ODOT-maintained freeways, expressways and other highways with speeds of 45 mph or greater and minimal driveways. If the guidance in the SCD is followed, there should be no need for the W8-17 sign.

Geometric conditions on ramps often make it difficult to perform work on the ramp while maintaining traffic. Consideration should be given to temporarily closing ramps and providing detours in such cases.

Designer Note: See Section 640-19 for additional information. The plans shall clearly specify when and where the LEO is to be utilized. This note should be edited to conform to the project requirements.

For some work area locations, it may be desirable to provide additional safety devices such as portable changeable message signs (PCMSs). When required, these units must be specifically identified in the plans. When included, these items shall have separate notes and/or details as well as separate pay items.

If the signs shown as dashed at the ramps do not exist, the designer may require them or similar signs as a part of the work.

The following procedure is for pothole patching that occupies one location up to an hour (Short Duration per OMUTCD Section 6G.02 and TEM Section 606-3) on multi-lane facilities during times that are not in violation of the PLCS. For locations where the roadway facility is not addressed by the PLCS, non-emergency pothole patching work should be scheduled to occur during non-peak/lower volume hours.

Screens (see OMUTCD Section 6F.88) are used to block the road users’ view of activities that can be distracting. Screens might improve safety and vehicular traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming vehicular traffic. They can also help contain the work area and reduce the accumulation of dust and debris on the pavement.

At a minimum, temporary traffic barriers shall be considered in work zone situations that place workers at increased risk from motorized traffic, and where these barriers offer the highest potential for increased safety for workers and road users, such as:

The period of time that the lanes are to be open depends on the day of the week on which the holiday or special event falls. The following schedule shall be used to determine this period:

Designer Note: This note shall be used when use of Work Zone Queue Detection Warning Systems are required by the District or Central Office. Use only in accordance with Section 640-29.1 Payment shall be in full sign months.

All advance work zone information sign installations located outside of the project work limits shall be paid for under appropriate 630 items (signs, supports, concrete, breakaway connection, overlays, removals, etc.).

The uniformed LEO and official patrol car may relocate among the listed locations as appropriate as the operations proceed in the localized qualifying work areas.

See Form 696-5, 696-6 and 696-7 for an example TIM Meeting Agenda, TIMP Checklist and TIM Roster template, respectively. The agenda and roster template can also be found online.

As noted in OMUTCD Section 6F.31, the Flagger symbol sign (W20-7) should be used before any point where a flagger is stationed to control traffic. The sign may be used in conjunction with other Warning Signs, such as BE PREPARED TO STOP (W3-4). The 48-inch size sign shall be used regardless of highway classification.

It is not the intent of the MOTAA to require a detailed design of each alternative’s work zone. It is intended to identify and compare major potential constraints of the work zone alternatives.

Portable Changeable Message Signs (PCMS) (see OMUTCD Section 6F.60) are traffic control devices with the flexibility to display a variety of messages to fit the needs of road and street authorities. These signs are used most frequently on high density, urban freeways, but have applications on all types of highways where highway alignment, traffic routing problems or other pertinent conditions require advance warning and information.

A RUMBLE STRIPS sign (W8-H15a) warning drivers of the onset of rumble strips may be placed in advance of any rumble strip installation.

The designer is encouraged to accommodate all of the products in a generic design. However, if the site has limitations, and only one or two PWFB will work on a project due to the limitations of the other products, the designer is obligated to specify only the appropriate PWFB. Unless the designer specified a particular PWFB, a contractor is free to choose any of the FHWA accepted NCHRP Report 350 PWFB.

Work zone speed limit revisions for construction projects should be completed during the design phase (see Section 1203-2.9.2). However, requests for WZSZs may also be initiated during the construction phase if the need for one was not determined during the design phase, or if new conditions have been identified that subsequently warrant their implementation (see Section 1203-2.9.3). WZSZs for operations/maintenance work are addressed in Section 1203-2.9.4.

The Contractor shall furnish, install, and maintain an approved Work Zone Egress Warning System (WZEWS) as per Supplemental Specification 829.

All NCHRP 350 issues not specifically listed here as the responsibility of the Office of Structural Engineering or the Office of Construction Administration are ORE’s responsibility.

The designer should also provide sequence of operation notes in order to insure that the traffic is maintained as may have been agreed upon by ODOT and the public. For additional information regarding development of a sequence of operation, see Section 640-3.

Temporary raised islands (see OMUTCD Section 6F.75) shall be used only in combination with pavement markings and other suitable channelizing devices. Except when recommended by an engineering study, they should only be used on roadways with speeds of 40 miles per hour or less.

As noted in Section 602-2, Temporary Traffic Control (or MOT) Plans are used to describe the temporary traffic control measures that are to be used for facilitating the road users through a work zone. These plans play a vital role in assuring a continuity of safe and efficient traffic flow through the work zone.

In addition to the number of emergency pull-offs per phase of a project, consideration should be given to the relocation of an emergency pull-off during the project as necessary to accomplish construction activities.

Signing in the advance warning area (OMUTCD Figure 6C-1 and Figure 698-1) must be adequate to inform the approaching road user of conditions downstream. The ROAD WORK AHEAD sign (W20-1), is normally provided and is followed by appropriate signing for the conditions at the site (see OMUTCD Part 6 and the MT series of Traffic SCDs). When there is a need to provide notice for several miles in advance, it is necessary to repeat the ROAD WORK AHEAD sign every mile and to supplement it with a plaque to provide the distance to the beginning of the work. Where traffic queues are expected, advance notice of the potential for stopped traffic should be provided by the proper signing, such as BE PREPARED TO STOP (W3-4).

The following Work Zone Speed Zone (WZSZ) Speed Limit Revision(s) have been approved for use on this project when work zone conditions and factors are met as described below:

Section 140-7 and Section 1400 of the L&D Manual Volume 3 note that a Maintenance of Traffic (MOT) Conceptual Plan is required as part of the project development. This plan shall be based on the preferred alternative determined by ODOT after reviewing the MOTAA (see Section 630-5).

The plan shall require the contractor to have all existing lanes (a number of traffic lanes equal to the existing highway) open to traffic during specifically designated periods. For projects that add capacity with new lanes, the new lane(s) shall be subject to the same holiday and special event related restrictions as existing lanes once the new lane is initially completed and open to traffic. These requirements are in addition to the requirements identified in the Permitted Lane Closure Schedules discussed in Section 630-4 and the requirements identified in ODOT Policy 21-008(P) (see Section 601-2).

All projects using LED enhanced signs shall use Plan Note 242-9. When using the plan note, call out the specific sign(s) that will be LED enhanced.

The following are Department duties and responsibilities for TIM During MOT on applicable projects (using Plan Note 642-45):

Consideration should be given to other projects in the area, traffic patterns, traffic volumes, types of vehicles, local activities and special events when planning detour installations or diversions. This would require that adequate attention be given to proper scheduling of projects in order to avoid simultaneous construction or maintenance activity on parallel highways. Proper scheduling may require coordination between Districts or even within various offices in a single District (see Section 640.16).

Cuts into work areas across pedestrian walkways should be kept to a minimum, because they often create unacceptable changes in grade and rough or muddy terrain. Pedestrians cannot be expected to traverse these areas willingly. They will tend to avoid the cuts by attempting non intersection crossings.

The Lane Value concept calls for the contractor to be charged for keeping a lane closed longer than called for in the plans.

Figure 698-14. Asphalt Longitudinal Phase Joint Step Detail Figure 698-14 provides typical details for asphalt longitudinal phase step joint.

Designer Note: This note may be included in the plans for multi-year projects on Interstate and Interstate Look-alike projects at the discretion of the District. The note shall not be used on other projects. The intent of this note is to minimize the need to replace drums within the duration of the project.

The probable PCMS locations and work limits for those locations are shown on sheet(s) of the plan. Placement, operation, maintenance and all activation of the signs by the Contractor shall be as directed by the Engineer. The PCMS shall be located in a highly visible position yet protected from traffic. The Contractor shall, at the direction of the Engineer, relocate the PCMS to improve visibility or accommodate changed conditions. When not in use, the PCMS shall be turned off. Additionally, when not in use for extended periods of time, the PCMS shall be turned away from all traffic.

Designer Note: This note shall be added to the Item 614 Maintaining Traffic note (Section 642-2) if lane closures, or restrictions are required.

If the motorist is being detoured or if an alternate route is provided, the route should be signed with assemblies consisting of the appropriate black-on-orange DETOUR or ALT marker with a standard route marker and arrow plate. If more target value is desired, this trail blazer information may be shown on an orange panel (OMUTCD Section 2D.32).

Where analysis of the traffic data shows that peak periods are not predictable in terms of magnitude, predominant direction of flow or time of occurrence, actuated operation will be the most appropriate choice.

As noted in Section 630-1, Section 1400 of the L&D Manual Volume 3 indicates that a Maintenance of Traffic Alternative Analysis (MOTAA) will be performed. This analysis shall be submitted during the Preliminary Engineering Phase (prior to Stage 1, or equivalent first stage of design) for review and approval for projects following the Project Development Process (PDP) as described:

Chapter 150 addresses the general application of ODOT standards, specifications and Standard Construction Drawings (SCDs) to construction projects, while TEM Part 6 provides additional detail information.

When MT-98.29 is included in plans, treatment of the permanent Guide Signs in accordance with the guidelines for Advance Work Zone Information Signs shall be considered. The need for a detour and related signing must also be addressed.

A work zone is an area of a highway with construction, maintenance or utility work activities. A work zone is typically marked by signs, channelizing devices, barriers, pavement markings, and/or work vehicles. It extends from the first Warning Sign or high-intensity rotating, flashing, oscillating, or strobe lights on a vehicle to the END ROAD WORK sign or the last temporary traffic control device.

[The contractor shall have a third Extra Advance Warning Sign Group (6 signs and 2 distance plates) available for use when directed by the Engineer. The distance plates for this group shall read "_________ MILES."]

Section 630-4 contains information regarding Permitted Lane-Closure Schedule (PLCS) which are intended for use in the scheduling of part-time lane closures.

The Ohio Business Logo Sign Program, also known as the Specific Service Sign Program, permits eligible businesses which provide fuel, food, lodging, camping or attraction services to road users to have their Logo Sign Panels placed on Specific Service Signs. Mainline Logo Sign Panels are placed in advance of eligible interchanges, and directional Logo Sign Panels are placed along the exit ramps.

Figure 698-6. Two-Lane Crossover Design (Existing 6-Lane Facility) Figure 698-6 illustrates a two-lane crossover design for an existing six-lane facility. Sections 606-16, 607-12 and 640-12 address crossovers.

As much as safely possible, methods for traffic control should produce the least possible effect on traffic operations by minimizing the frequency or time of hindrance to normal traffic flow.

Any vehicular traffic signal head, either new or existing which will be out of operation shall be covered in the manner described in 632.25.

Should the Contractor fail to meet any of these requirements, the Contractor shall be assessed a disincentive per the lane value contract (PN 127).

The line dimensions shall be as specified in C&MS 614.11. Line dimensions wider than those specified may be used in cases where increased delineation is necessary.

Advance Warning Signs should be placed in such locations that provide adequate sight distance for the existing vertical and horizontal roadway alignment. Use OMUTCD Table 6C-1 to determine dimensions A, B and C.

Median crossover operations shall be designed with the number of lanes necessary to provide adequate traffic capacity in each direction.

The designer may use Traffic SCD MT-99.50 as a guide to develop the permanent traffic control plan at such location. Taper rates for lane closures and shifts shall be as shown in MT-99.50. Advance signing shall be by use of extrusheet Guide Signs as shown in MT-99.50. However, the arrow boards and portable changeable message signs shown in MT-99.50 will not be appropriate for use in this or any other permanent traffic control condition.

Capacity constraints are vital considerations in preparing MOT Plans. In the following Sections, capacity constraints are discussed for various types of facilities. The traffic volumes used in each discussion of capacity are maximum values for which the corresponding lane closures can be used. Where traffic exceeds the constraining volumes, consideration should be given to limiting work to non-peak hours, establishing alternate routes or using the shoulder as a traffic lane. See other appropriate Sections, including Section 630-4 (Permitted Lane Closure Schedules), for further discussion on these considerations.

The Sponsor-A-Highway Sign Program enables Sponsors to pay a Service Provider for professional litter removal services along one-mile segments of highway. In return, the Sponsor receives community-service recognition through acknowledgement signs placed at the beginning of the sponsored segment.

Plan Note 642-51 (Chapter 642) shall also be included in the plans when one of these increased barrier delineation methods is used.

Except as noted in Section 640-12, superelevation on temporary roads should conform to the requirements shown in L&D Manual Volume 1, Figure 202-8 for design speeds greater than or equal to 50 miles per hour and L&D Manual Volume 1, Figure 202-9 for design speeds less than 50 miles per hour.

OMUTCD Section 6G.05 addresses work affecting pedestrian and bicycle facilities. OMUTCD Chapter 6D and Sections 6F.74 and Chapter 603 provide additional information regarding steps to follow when pedestrian and bicycle facilities are affected by the worksite.

(The Contractor shall implement a system whereby changeable messages will be implemented within ______ hours following telephone notification from the Project Engineer to a designated phone.)

[Object Markers shall be installed on all temporary and permanent guardrail located within 5 feet of the edge of the adjacent travel lane. Guardrail-mounting of Object Markers shall be made by installing the object markers on the extension blocks rather than directly onto the guardrail itself. Object markers shall conform to C&MS 614.03 and the spacing shall be approximately 50 feet with a 25 foot offset from the Barrier Reflectors.]

OMUTCD Section 6G.02 and TEM Chapter 606 address work duration as a factor in determining the devices used in TTC zones.

The general term “work vehicle” refers to any of the vehicles used in performance of the work (i.e., those used to do the work, haul material, equipment or workers and to provide traffic control). The term is also used to refer specifically to one of the two types of vehicles generally used in temporary traffic control, i.e., “work vehicles” and “shadow vehicles.”

OMUTCD Chapter 6I and Chapter 608 specifically address additional information about control of traffic through traffic incident management areas.

Review work zone stage submissions, plans submitted by other entities, alternate MOT plans associated with Value Engineering Change Proposals (VECP) submitted by the contractor, and field changes related to MOT. All plan reviews and field changes related to MOT shall be reviewed and approved by a Professional Engineer. Stage submissions shall be reviewed for conformity with ODOT’s work zone standards. The alternate plan (VECP) shall be processed for approval in accordance with the requirements for contract and design-build projects. Work cannot begin until the alternate plan is approved by the District and/or Central Office.

For high-volume applications, consideration should be given to installation of the BE PREPARED TO STOP sign (W3-4) in advance of the Signal Ahead sign (W3-3).

See Traffic SCD MT-104.10, Plan Note 642-24, SS 808 and 908 for the requirements and proper use of Digital Speed Limit (DSL) Sign Assemblies. As noted in Section 640-18.2.1, DSL Sign Assemblies are the preferred method for implementing a WZSZ. If temporary flatsheet Speed Limit signs are used to accomplish a WZSZ (if no DSL Sign Assemblies are on the Approved List or are not available), see Section 640-18.2.7. For WZSZs using temporary flatsheet Speed Limit signs, the speed limit displayed will still need to be appropriately changed per Table 1297-7 as the work zone conditions and factors change. The designer must indicate the signing strategy selection by inclusion of the appropriate pay item (only one pay item to be included, not both).

Refer to OMUTCD Chapter 6G, OMUTCD Figure 6H-35 and TEM Chapter 606 for other pothole patching work durations such as Mobile, etc., and the associated TTC for these work conditions.

ODOT has established a uniform statewide procedure, overseen by the Division of Operations, to provide for removal of small diesel fuel spills from freeway travel lanes by ODOT staff. This procedure shall only apply to the mainline segments covered by the PLCS (see Sections 608-4 and 630-4). See Section 608-7.3 for guidelines on how to handle diesel spills on Non-PLCS mainline segments.

As noted in OMUTCD Section 6F.02, where the color orange is required, fluorescent red-orange or fluorescent yellow-orange colors may also be used. The fluorescent version of orange provides higher conspicuousness than standard orange, especially during twilight.

At special locations, such as where an intersection is located immediately in advance of the lane reduction, as shown at the left side on Sheet 2 of MT-96.11, a special site-specific detail should be provided in the plans. A conventional simple span might be appropriate at such locations. It is the responsibility of the designer to design an appropriate signal for such sight-specific locations.

Temporary, or interim, pavement markings are those that are allowed to remain in place until the earliest date when it is practical and possible to install pavement markings that meet the OMUTCD Part 3 standards for pavement markings. They should not be left in place for more than fourteen days unless justified by an engineering study.

The designer should evaluate the possibility or extent of encroachment into open traffic lanes. This evaluation should include consideration of the existing geometrics, including lane and shoulder widths, the type of work being performed during the various construction stages, and any additional width required for the location of drums or cones and work zone edge lines, when used. Depending upon the available lane width of the lane, it may be necessary to shift traffic onto the shoulder using drums or cones and/or work zone edge line. In this case, consideration should be given to removal of the existing right edge line.

Permanent bridge railing and bridge-mounted portable barriers are the responsibility of the Office of Structural Engineering. The implementations of these items have been addressed in their Bridge Design Manual in Sections 304.1, General and 304.3.4, Portable Concrete Barrier PCB-91.

Ensure that permit work by local agencies on state routes complies with Traffic Management in Work Zones Policy and this Standard Procedure.

Except as noted herein, where private drives exist within the work area, access to the drives shall be maintained. It may be necessary to adjust the work procedures to work around the drives as much as possible and to provide temporary access to the drives when normal access cannot be provided.

All qualifying projects (construction or maintenance) using WZSZs with DSL Sign Assemblies shall use Plan Note 642-24, SS 808, SS 908 and Traffic SCD MT-104.10.

The signs shall be furnished, erected, maintained in good condition and/or replaced as necessary and subsequently removed by the entity which erects the traffic controls within the project. Signs shall be mounted at the appropriate offsets and elevations as prescribed by the OMUTCD. They shall be mounted on supports meeting current safety criteria.

Stationary crash cushions are used in temporary traffic control zones in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles. Stationary crash cushions shall be designed for the specific application intended.

Payment for accepted quantities, complete, in place will be made at the contract unit price. Payment shall be full compensation for all materials, labor, incidentals and equipment for furnishing, erecting, maintaining, covering during suspension of work, and removal of the sign and support.

Where pedestrians are likely to try to pass through the construction area, reasonable provision shall be made for them. If pedestrian traffic is significant, a designated path may be necessary. See Sections 603-2 and 640-25 for further information on accommodating pedestrians.

See Traffic SCD MT-104.10 and Plan Note 642-24 for the requirements and proper use of temporary flatsheet Speed Limit signs to accomplish WZSZs. This signing strategy is available for use if no DSL Sign Assemblies are on the Approved List or are not available. For WZSZs using temporary flatsheet Speed Limit signs, the speed limit displayed will still need to be appropriately changed per Table 1297-7 as the work zone conditions and factors change. The designer must indicate the signing strategy selected (DSL Sign Assemblies or temporary flatsheet speed limit signs) by inclusion of the appropriate pay item (only one pay item to be included, not both).

Payment for lighting shall include delivery, erection, maintenance and removal as called for in the plans. Payment shall be per Each.

Districts performing force account work must comply with the requirements in the OMUTCD and this Manual. It is recommended that the Districts also follow the provisions in applicable SCDs and Construction and Materials Specifications (C&MS) sections. However, it should be recognized that information in the SCDs and C&MS does not necessarily provide the only method to achieve a given objective.

The reverse traffic flow will be exposed to obstacles which do not affect the normal traffic flow direction (see Traffic SCD MT-95.82). Downstream bridge parapet ends, guardrail ends, etc. must be treated. Normally, additional lengths of temporary guardrail, turn down anchors and appropriate guardrail to bridge parapet connections will be needed and should be provided separately in the plans. Normally temporary guardrail of this type will be removed to minimize future guardrail maintenance costs. Keep in mind that some existing guardrail-to-bridge parapet connections which are suitable for normal traffic flow direction are unsafe when traffic flow is reversed. The new approach end of the guardrail needs to be refit with an approved end treatment. Turn-down end treatments are not allowed in the clear zone. Where traffic flow is reversed, additional Type 3 Object Markers (OM-3) and barrier reflectors should be provided to guide this traffic. Type 3 Object Markers, also known as Bridge End Markers, are addressed in OMUTCD Section 2C.63; and barrier reflectors are addressed in more detail in Chapter 307, Section 605-19 and C&MS 626 and 720.04.

This Section is intended to address signs developed for use on ODOT-maintained highways that are not currently addressed in the OMUTCD. As noted in OMUTCD Section 6F.51, there may be a need for various Warning Signs that are not in OMUTCD Part 6. Some of these will be found in OMUTCD Part 2 and others may be developed because of special conditions not yet addressed in the OMUTCD. These “special” Warning Signs may eventually be incorporated into the OMUTCD; however, if their use is limited they may not be incorporated into that manual. Special Warning Signs should conform to the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

The signs may be erected or uncovered no more than four hours before the actual start of work. The signs shall be removed or covered no later than four hours following restoration of all lanes to traffic with no restrictions, or sooner as directed by the Engineer. Temporary sign covering and uncovering due to temporary lane restorations shall be guided by the four-hour limitations stated above. Such lane restorations should be expected to remain in effect for 30 or more consecutive calendar days, such as during winter shut-downs.

Either permanent or temporary pavement markings (OMUTCD Section 6F.78) shall be in place prior to opening the road or lane to road users. See Section 605-11.11 for additional information on temporary pavement markings.

The length of PB beyond the shoulder shall also be increased proportionately to maintain the flare rate relative to the edge of pavement, per Table II.

OMUTCD Section 6E.03 addresses the basic requirements for hand-signaling devices used to control road users through temporary traffic control zones. As noted in that Section, the STOP/SLOW sign paddle is the primary hand-signaling device.

Advisory speed signing (W13-1P) should be provided in accordance with OMUTCD Sections 2C.08 and 6F.52 and TEM Chapter 641.

Standard maintenance of traffic Plan Notes are in Chapter 642. Additionally, the designer must provide notes to explain any requirements of the contractor which are not covered in the standard notes or elsewhere in the plans or the specifications.

When undercuts are necessary for mainline pavement or embankment construction, evaluate the need for temporary road undercuts if within a close proximity to the mainline undercuts. A geotechnical evaluation should be considered to determine if the existing soil conditions are adequate to support the temporary road. Additional soil borings along the temporary road are not normally required.

On contract work, the contractor is responsible for obtaining power for temporary lighting. Power shall not be obtained from an existing nearby highway lighting system.

For general information regarding crossover construction, see OMUTCD Section 6G.16 and Section 606-16. Further detail information on traffic control for crossovers is provided in the following Sections and in OMUTCD Figures 6H-39 and 6H-40, TEM Sections 607-12 and 607-13, Figure 698-3 and Traffic SCDs MT-95.70 and MT-95.71.

A minimum of ___ lane(s) of traffic in each direction shall be maintained at all times by use of the existing pavement, the completed pavement, Item 502 Structure for Maintaining Traffic, Item 615 Pavement for Maintaining Traffic, Item 615 Roads for Maintaining Traffic, and temporary surfaces using Items 410 and 614.

If the construction will extend over a holiday period, or any other anticipated period of unusually high traffic demand (special event, etc), a separate queue length analysis should also be made for that period. This condition may require more AWSGs and Plan Note 642-34 (Section 642-34) would be used.

This item shall include purchase, installation and removal of Item 614 Work Zone Raised Pavement Marker, As Per Plan, including filling of any depressions created in the pavement as per C&MS 621.08.

Specifications are provided for delineation within transition areas and also for delineation beyond transition areas (within tangent areas). Transition areas are applicable to lane-shifts tapers of > 4 feet and to median crossovers. Lane-shifts of less than 4 feet shall be treated as tangent areas.

When the Districts draft new Plays or revise old ones, the affected local jurisdictions should be consulted to review the plan, provide comment, and exchange or update contact information. Each District should update their Plays prior to each construction season to reflect any necessary revisions that may be caused by construction or changes to the roadways.

OMUTCD Figure 6H-12 and Traffic SCDs MT-96.11, 96.20 and 96.26 address the use of temporary traffic signals to maintain two-way traffic in a single lane (see Section 641-12). Additional guidance on the design of temporary traffic control signals is provided in Section 605-13.2.

The first R11-H5a sign shall be placed between the ROAD WORK AHEAD or other similar Warning Sign and the next sign in the sequence. Additional signs are required for long construction zones or where ramps or through streets junction within the construction project work limits. Signs shall be erected on each entrance ramp, near intersections of through roads to advise entering or turning traffic, and at least once every 2 miles through the construction work limits.

AFADs should not be used for long-term stationary work. They might be appropriate under certain conditions for daytime work activities where they are set up and then removed each day or for some nighttime work activities. Typical applications include TTC activities such as, but not limited to:

[The Contractor shall have an additional Extra Advance Warning Sign Group (6 signs and 2 distance plates) available for use when directed by the Engineer. The distance plates for this group shall be able to be modified in the field to show appropriate whole miles to the lane taper.]

Detailed and accurate tracking information regarding the use of each DSL Sign Assembly is necessary to provide a historical record of what specific speed limits were in effect at which location and which date/time. This documentation is to be provided on Form 1296-18. (Note that the DSL Sign Assemblies are not able to electronically provide the necessary information. This information will need to be populated by the user on the separate form as the speed limits changes occur in the field.)

For guidance on traffic control for crossovers, see Section 640-12.1 and Traffic SCDs MT-95.70, MT-95.71, MT-95.72, and MT-95.73. Figures 698-4 through 698-7 provide geometric detail information for two-lane crossovers. Figure 698-12 provides geometric detail information for one-lane crossovers. For single-lane crossovers, decrease all pavement widths by 12 feet, providing one 12-foot lane with 3 feet of paved shoulder and 2 feet of aggregate shoulder on each side. Superelevation for these curves shall be limited to 0.016 sloped toward the inside of the curves. Variations in design due to mainline curvature will be considered on a case-by-case basis.

FSP operators also need to be alert to traffic as well as the subject vehicle, maintain cell phone or radio communication with the TMC, record license plates before approaching a vehicle, and use caution and safe operating procedures to ensure their own safety. Communication with law enforcement and other FSP operators is essential, particularly in areas without a TMC or during times without District radio communication.

Median crossover operation using continuous PB, as shown in Traffic SCDs MT-95.70, MT-95.71, MT-95.72 and MT-95.73 is a relatively sophisticated method of traffic control which is only suited to certain types of construction activities. Median crossovers shall be lighted, either by an existing lighting system or by provision of a temporary lighting system (MT-100.00). Traffic SCD MT-95.82 also provides additional information for this operation. These traffic control and lighting drawings supplement the temporary roadway plans for the crossovers.

Channelizing device offsets, discussed in Sections 605-11.2, should be provided in addition to lane widths. Attempts to provide larger offsets should be made whenever possible.

Maintenance of traffic Plan Notes should address the treatment of any anticipated open trench areas. Whenever possible, it should be stipulated that trench excavating operations will not remove any more material than can be replaced by the end of each day's work. In areas where this is not possible, or where adverse conditions prevent it, overnight trench openings shall be temporarily backfilled. See Plan Notes 642-14 and 642-15 in Chapter 642 for additional information.

[Increased barrier delineation, as specified herein, shall be installed on all PB and permanent concrete barrier located within 5 feet of the edge of the traveled lane under either of the following conditions: along tapers and transition areas; or along curves (outside only) with degree of curvature greater than or equal to 3 degrees.]

In the event new signals are damaged prior to acceptance, all damaged equipment except poles and control equipment shall be replaced by the Contractor to the satisfaction of the Engineer with the signal back in service within 8 hours after the Contractor's notification of the outage. The Contractor shall arrange for full traffic control until the signal is back in operation.

Guidance on traffic control near railroad crossings is provided in OMUTCD Part 8, Section 6G.18 and Figure 6H-46 and TEM Section 606-19 and Part 8.

In addition to the information found throughout this Part of the TEM, Designer Notes specifically related to the Standard Construction Drawings (SCDs) have been included in this Chapter. Designer Notes have also been included with the Plan Notes in Chapter 642.

A temporary road is any crossover, runaround, ramp, roadway, etc., whose sole purpose is to temporarily maintain traffic during construction. After construction is complete, temporary roads are typically removed.

WZEWS shall be used in accordance with MT-103.10.The following estimated quantity has been carried to the General Summary.

The sign shall be mounted on two #3 posts or on temporary posts in accordance with SCD MT-105.10 and in accordance with the Ohio Manual of Uniform Traffic Control Devices, latest edition. The sign shall be clearly visible and shall clearly identify the location of the driveway. The sign should be positioned at 90° to the direction of traffic. The sign may need to be moved for each Phase of the Maintenance of Traffic operations.

The Approved List of Portable Changeable Message Signs can be found on the Office of Materials Management website. This list contains the PCMS approved for use on ODOT projects. The pre-qualified list currently contains two classes of PCMS, Class A and Class B. The Class A unit, with legibility distance of 800 feet is intended for use on roadways where the speed limit is 45 mph or greater. The Class B unit, with legibility of 650 feet is intended for use on roadways where the speed limit is 40 mph or less.

On projects involving construction or major reconstruction of structures over navigable waterways, provisions should be made to inform and/or guide watercraft traffic through the construction area.

As noted in OMUTCD Section 6F.86, crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in temporary traffic control zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in temporary traffic control zones help protect the drivers from the exposed ends of barriers, fixed objects, shadow vehicles and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s Roadside Design Guide (see Section 193-4).

When face-to-face of barriers and/or channelizing devices are less than 14 ft this can cause issues for wide loads to travel through the work zone. When less than 14 ft face-to-face of barrier and/or channelizing devices cannot be avoided ODOT Special Hauling Permit Section shall be notified of the proposed restriction. This notification shall occur both during the Design Stage by the Project Manager as a preliminary notification as well as during the Construction Stage by the Project Engineer before the anticipated restriction in accordance with the Notification and Traffic Restriction Time Table provided in TEM note 642-58.

Payment shall be full compensation for all material, labor, incidentals and equipment necessary for furnishing, installing, maintaining and removing the above item(s).

The horizontal alignment of temporary roads shall comply with the criteria discussed in L&D Manual Volume 1, Sections 202.1 and 202.2. Superelevation of temporary roads is discussed in Subsection 640-11.4. Spirals are not required.

The goal of any maintenance of traffic strategy should be to safely route traffic through or around a construction area while providing room for the contractor to work effectively. Ideally this should be done while keeping the geometrics and traffic control as close to those for normal operating conditions as possible. This frequently requires the engineer to balance the needs of the contractor to construct the project with the needs of the traveling public to minimize delay, maintain safety and maximize cost-effectiveness. In order to adequately serve both the contractor and the traveling public, various maintenance of traffic strategies should be analyzed before determining the final strategy. The plans should have some built-in flexibility to accommodate delays or unforeseen changes in the work schedule, field conditions or traffic patterns. The impact on land owners must also be considered.

Section 605-11.10 provides additional information and support for information in OMUTCD Section 6F.77. The provisions herein shall not be considered applicable for short-term, mobile or incident management temporary traffic control zones.

Detailed and accurate tracking information regarding the use of each temporary flatsheet Speed Limit sign is necessary to provide a historical record of what specific speed limits were in effect at which location and which date/time. This documentation is to be provided on Form 1296-18.

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) required the Secretary of Transportation to institute measures to enhance the crashworthy performance of roadside features to accommodate vans, mini-vans, pick-up trucks and 4-wheel drive vehicles. In recognition of this requirement, the 1993 National Cooperative Highway Research Program (NCHRP) Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features,” contained guidance for testing highway features with vehicles to access the safety performance of those features. The Federal rule making of 1993 adopted this report as the safety criteria to be used in the evaluation of all new installations of applicable highway features included in projects advertised for bids or installed by State forces or under force account work as the national standard on the National Highway System (NHS). The resulting nominal deadline for full compliance with the recommended guidelines in the NCHRP 350 Report was set at August 16, 1998. The safety criteria established by NCHRP 350 will be implemented on all roadways maintained by ODOT. The local public authorities at their own discretion can adopt NCHRP 350 as the safety standard on their roadways. However, all roadways maintained by local public authorities that are on the NHS must comply with NCHRP 350 requirements.

The buffer space should be free of work activity, equipment, material, work or shadow vehicles, workers, and the workers’ personal vehicles.

Except as indicated below, all Class I work zone pavement markings on interstates and multilane highways expected to be in place longer than 14 days should be specified as wet reflective by referencing either work zone marking material type 807 (wet reflective liquid applied binder) or 873 (wet reflective removable tape).

However, in low-volume situations STOP/YIELD sign control (see OMUTCD Figure 6H-11 and Section 607-12) may be considered.

All temporary crossover areas shall be illuminated as shown on Traffic SCD MT-100.00, and the transition areas for temporary crossovers shall be delineated in accordance with Traffic SCD MT-99.30.

Where pedestrian traffic is present, pedestrian safety and needs must be addressed. See OMUTCD Sections 6D.01 and 6D.02.

The designer may develop a site-specific lighting plan for the crossover; however, the lighting plan must be approved by the Office of Roadway Engineering (ORE).

It is recommended that a copy of the Emergency Response Guide (ERG) be available to each spill responder. Districts may decide to keep the documents in State vehicles, to require each HT employee to carry them when on duty, or use other means of making them readily available. Training for use of the ERG is provided in the HazMat and WMD Awareness training course (Part 1) and copies are provided to HT staff at the Part 2 training. The ERG provides critical information for isolation zones and other criteria for use by anyone who encounters an incident involving a HazMat.

Where the impact attenuator is intended to apply to two NCHRP 350 portable concrete barriers within the gore, one from the mainline and one from the ramp, the two NCHRP 350 portable concrete barriers shall be joined to form one unit using a PCB “Y” connector segment. See the Roadway Plan Insert Sheet for details on this PCB “Y” connector segment. This insert sheet shall be provided in the plans. When using steel barrier or MASH portable concrete barrier, a double wide attenuator shall be used instead of a “Y” connector.

Poles which are not protected by guardrail or portable barrier shall be located outside the clear zone, and should be located at least 30 feet (preferably 40 feet) from the edge of pavement when possible. Additional pole lines, cables and appurtenances necessary to furnish power to the lighting system shall be included in this item. Service poles shall be positioned with the same constraints as the lighting poles as a minimum.

Traffic SCD MT-95.45 depicts traffic control for closing the left of right shoulders of a multi-lane divided highway using portable barrier.

The analysis shall be submitted concurrently to the District and the Office of Roadway Engineering. The analysis shall include a project description indicating the type of work. For Non-Interstate and Non-Interstate Look-alike Work Zones (PDP Path 4 or 5 only) the information required in first bullet below shall also be provided. For Interstate and Interstate Look-alike Work Zones (PDP Path 3, 4 or 5), the following shall be included in the submission:

Roadway construction often requires a reduction in the number of available lanes. This may require only a reduction in lane width or it may require complete lane closure. Lane closure may be required not only of the lane in which the activity is taking place, but also an adjacent lane in order to provide a barrier or a buffer between the workers and the vehicular traffic.

Should physical restrictions exist that preclude these minimums being provided, engineering judgment should be used to determine if a safe merging operation can be provided. Factors such as volumes, gap availability, sight distance, percent trucks, availability of alternate routes, and emergency access should be considered. Documentation should be kept on file supporting the decision to provide a merge with less than the DSD in Table 697-8. The use of STOP (R1-1) and YIELD (R1-2) signs shown in the OMUTCD should only be considered when the required distances shown in Table 697-8 cannot be provided and it is impossible or impractical to close the entrance ramp.

Attend statewide DWZTM meetings to collaborate with other districts, foster statewide consistency and provide input to help guide MOT standards and guidelines.

As noted in OMUTCD Sections 6F.40 through 6F.43, Blasting Zone signing shall be used in advance of a temporary traffic control zone where explosives are being used.

OMUTCD Figure 6H-38 cannot be used on ODOT freeways as shown. For work on projects which include ODOT funding or administering, an adjacent lane shall also be closed. This adjacent lane may serve to give the contractor additional work space for equipment and work vehicles transportation, or it may serve as a lateral buffer.

Incident notification is to remain unchanged. Districts will receive notification of an incident in the usual manner. Activities related to diesel spills will be initiated based upon requests from first responders or ODOT incident management staff, when first responders confirm that no other hazardous materials are likely to present a danger to ODOT responders. HT staff who encounter a leaking fuel tank are to follow the established safety procedures listed below, and will follow the instructions provided during the HazMat and WMD Awareness training course, including evaluating placarding, consulting the Emergency Response Guide (ERG) and exercising appropriate caution. HT staff will not approach a vehicle which appears to contain materials which may endanger them.

Signing used for this type of work will typically consist of flatsheet Warning Signs equipped with Type B flashing warning lights and orange warning flags and a Portable Changeable Message Sign (PCMS).

All WZSZs on high-speed multi-lane highways are considered variable. See Sections 1203-2.9 and 640-18 for additional information regarding qualifying criteria and warranted work zone conditions and factors.

Typically lighting will not be required for signalized closings 1 lane or a 2-lane highway. However there may be some locations where the designer may find a special need to provide lighting. Examples of need for such lighting might be the existence of an intersection at the point of the lane closure, or poor geometrics or poor sight distance at the point of the lane closure.

However, traffic volume is a useful criteria when addressing levels of traffic control appropriate in various situations. Therefore, the terms “low-volume” and “high-volume” are often used. For purposes of this TEM Part, unless defined otherwise for a specific situation, “high-volume” describes a highway with an ADT greater than 4,000, and a “low-volume” (or “lower-volume”) street or highway has an ADT of 4,000 or less.

When a single flagger is used, the flagger should be stationed on the shoulder opposite the obstruction or work space, or in a position where good visibility and traffic control can be maintained at all times. When good visibility and traffic control cannot be maintained by one flagger station, traffic may be controlled by a flagger at each end of the section. One of the flaggers should be designated as the coordinator. Flaggers should be able to communicate with each other orally, electronically, or with manual signals. These manual signals should not be mistaken for flagging signals. The use of radios may also be desirable even though visual contact is possible.

Payment for the above requirements, responsibilities and duties shall be included in the lump sum price bid for Item 614, Maintaining Traffic.

Temporary roads are required when the existing roadway is inadequate to properly accommodate both the work and the traffic. They may also be required in certain cases where bridge construction or reconstruction does not facilitate part-width construction or realignment to the extent that the existing facility can serve as the temporary road. The use of runarounds and temporary structures in such cases shall be evaluated by the designer for cost-effectiveness and public service.

Resurfacing of the transition areas shall be performed at the time that the surface course is being applied to the entire project. Prior to application of the surface course on the project, the existing pavement within the transition area shall be removed to a depth necessary to reach the level of the intermediate course of the pavement, as determined by the Engineer.

Throughout the duration of the project, the Contractor shall notify the project engineer in writing of all traffic restrictions and upcoming maintenance of traffic changes. The Contractor shall ensure the written notification is submitted in a timely manner to allow the project engineer to meet the required time frames set forth in the table below to inform the Special Hauling Permits Section (Hauling.Permits@dot.ohio.gov) and the District Public Information Office (PIO). This notification shall be received by the project engineer prior to the physical setup of any applicable signs or message boards.

All installations, relocations and removals of supplemental signs (W3-H5bs and R2-1s indicating the resumption of the legal speed limit at the end of the warranting work zone condition), including signs and necessary supports, shall be included in the pay item for the Work Zone Speed Limit Signs. Covering and uncovering a previously installed sign without need to remove or relocate it shall be incidental to the pay item.

Work in the area of interchanges on limited-access highways is addressed in OMUTCD 6G.17 and Figures 6H-40 through 6H-44. Additional information is also provided in Sections 607-13 through 607-15, and Figure 698-3, and the Traffic SCD MT-98 series.

Where glare screen is provided (see Section 605-18), the use of object markers is not practical. In such cases, the glare screen shall be delineated by providing reflective sheeting stripes on glare screen panels. The stripes shall be placed in sets of three, on consecutive glare screen panels, at 50-foot intervals, center-to-center.

The criteria for determining taper length (L) is shown in OMUTCD Table 6C-3 and should be the minimum used. The minimum desirable taper lengths apply to roadway conditions of relatively flat grades and straight alignment. Longer tapers are not necessarily better than shorter tapers (particularly in urban areas characterized by short block lengths, driveways, etc.). Extended tapers tend to encourage sluggish operation and to encourage drivers to delay lane changes unnecessarily. The real test of taper length involves observation of driver performance after traffic control plans are put into effect.

Advisory Speed plaques are described in OMUTCD Sections 2C.08 and 6F.48. The designer may specify the use of the Advisory Speed plaque (W13-1) by a note in Item 614 Maintaining Traffic (Section 642-2). Unless specified, this plaque would only be used when directed by the project engineer. The designer may also specify the speed shown (see OMUTCD Section 6F.48). An advisory speed reduction, if any, would normally be 10 miles per hour. If the speed is not specified, the speed would be as directed by the project engineer. See Section 640-18.1 (Design and Advisory Speeds) for additional information.

A Route Sign or Street Name sign should be placed above or incorporated in the DETOUR sign to indicate the name of the route being detoured.

To avoid scarring on the final surface course, wet reflective removable tape should be selected when removal of the temporary marking from the final surface course is necessary prior to installation of the permanent marking.

Payment for the above described item shall be at the contract unit price. Payment shall include all labor, materials, equipment, fuels, lubricating oils, software, hardware and incidentals to perform the above described work.

As noted in Section 614-5, the Flagger Handbook published by ATSSA is a pocket-size booklet, intended for use by field staff for easy reference to proper flagging procedures.

The UNEVEN LANES sign (W8-11) is addressed in OMUTCD Section 6F.45. It should be used during operations that create a difference in elevation between adjacent lanes.

Because temporary traffic control is an essential part of the overall project design and can often affect the design of the facility itself, the decision to either maintain traffic on the existing facility or to utilize a detour must be made early in the planning process. Some of the items that should be considered are:

The design of crossover roadways is addressed in Sections 606-16 and 640-12. Careful choice of crossover locations is extremely important to the safe and efficient operation of this system. They should be located in tangent, level sections with both roadways on about the same profile elevations. They should avoid bridges, other structures and should be well spaced from interchanges, rest areas or other ramps. Existing signs in the area may have to be relocated, covered or overlayed. All crossover sites should be field checked to the extent that crossovers, tapers and advance signing are approximately located in the field.

As noted in Section 195-2, the Guidelines for Traffic Control in Work Zones was originally a pocket-sized consolidation of information regarding temporary traffic control. The information is based on that in the Ohio Manual of Uniform Traffic Control Devices (OMUTCD), but some additional guidelines/handbook information is included. This “pocket guide” is only available electronically on-line.

Where adjacent projects exist, any WZSZs shall be coordinated. If the distance between the limits of the WZSZs on the separate adjacent projects is less than 1 mile, then the upstream work zone shall omit the temporary flatsheet Speed Limit sign indicating the resumption of the original posted speed limit at the end of the WZSZ.

The SCD includes two separate details drawings. Lane configuration of the intersecting street determines which detail is used. The first is intended for use when the intersecting street has a dedicated turn lane to the entrance ramp. The second is intended for use when the intersecting street has a drop lane directly to the entrance ramp.

Information on policies, guidelines and standards related to temporary traffic control devices and their use are located in the early Chapters of this Part. For example, Chapter 602 addresses the various elements of a temporary traffic control zone, Chapter 604 addresses flagger control, Chapter 605 discusses the individual devices, and typical applications are addressed in Chapter 607. Information specifically related to design, construction and maintenance functions is located in the later Chapters (Chapters 640 through 660).

The Construction Arrow sign (W1-H16) (see OMUTCD Section 6F.50.1) should be used where it is necessary to guide traffic through construction areas, or where road work is in progress. This sign is often placed along lane shifts where it may be determined that traffic guidance is necessary. Examples of use of the Construction Arrow sign are presented in OMUTCD Figures 6H-31, 6H-32 and 6H-36 and in Traffic SCDs MT-102.10 and 102.20.

Table 697-2. Rate of Flow (Two-Way) for a Signalized One-Lane, Two-Way Closing As noted in Sections 641-12.3, Table 697-2 provides rate of flow (two-way) information for use in designing a signalized one-lane, two-way closing related to the length of the one-lane operation.

Crashworthiness and crash testing information on temporary traffic control devices are found in AASHTO’s Roadside Design Guide (RSDG) (see Section 193-4). Additional materials and hardware information, including NCHRP 350 information, is addressed in Chapter 620.

Law enforcement officers (LEOs) with patrol cars are effective for slowing traffic speed through work zones. Their use shall be specifically identified in the construction plans. Their primary purpose is to ensure the safe, efficient and orderly movement of traffic. They are not to be used for the convenience of the contractor at project cost. In general, LEOs should be positioned in advance of and on the same side as the lane restriction (or at the point of road closure), and to manually control traffic movements through intersections in work zones.

Form 696-1b. Example of a Completed Work Zone Constraints Form Form 696-1b is an example of a completed Form 696-1a. Electronic (.pdf and Excel formats) copies of this example are available from the TEM - Maintenance of Traffic Material page.

The following restrictions and criteria apply to ODOT diesel fuel spill cleanup activities, and are described in further detail later in this Section:

When conditions are more complex, typical applications should be modified by incorporating appropriate devices and practices from the list provided in OMUTCD Section 6G.04.

C&MS Item 614, Paragraph 614.02(B), indicates that two directions of a divided highway are considered separate highway sections. Therefore, if the work on a multi-lane divided highway is limited to only one direction, a speed limit reduction in the direction of the work does not automatically constitute a speed limit reduction in the opposite direction. Each direction shall be analyzed independently from each other.

It is important for the designer to anticipate the general need for emergency pull-offs and identify within the plans acceptable locations that facilitate the ability to utilize emergency pull-offs per PIS 2010350. The location of the emergency pull-offs needs to be considered when developing project staging since the pavement cannot be replaced while actively being used as an emergency pull-off. The number and spacing of emergency pull offs shall be in accordance to PIS 2010350; however, they may be relocated during the project as necessary to accomplish construction activities.

This work shall consist of furnishing, erecting, operating, maintaining and removing a work zone lighting system for a single crossover, or overlapping a pair of crossovers. The system shall be as shown on Traffic SCD MT 100.00. The Contractor shall arrange for and pay for power. All materials and construction shall comply with applicable portions of 625 and 725 except: The Performance test of 625.19F, and certified drawing requirement of 625.06, are waived and used materials in good condition are acceptable.

If a temporary traffic control zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by

Lighting devices (OMUTCD Section 6F.81) should be provided in temporary traffic control zones based on engineering judgment. They may be used to supplement retroreflectorized signs, barriers and channelizing devices. Five types of lighting devices are commonly used in temporary traffic control zones. They are floodlights, flashing warning beacons, warning lights, steady-burn electric lamps, and LED enhanced signs.

For information about removal of Logo, Tourist-Oriented Directional Signs (TODS) or Sponsor-A-Highway Signs see Section 640-21.

Figure 698-13. Wet Reflective Work Zone Pavement Markings Decision Tree Figure 698-13 illustrates a decision tree regarding the use of wet reflective pavement markings in work zones.

This document sets standards for acceptability of conditions of temporary traffic control devices. It is intended to provide uniformity in condition of traffic control devices on the public highway system. These standards are intended to address the day-to-day needs of traffic control within a work zone and are not meant to cover needs of emergency situations. This document is directly referenced in C&MS 614. This quality standard is available from the ORE website.

The downstream (ending) taper may be useful in termination areas to provide a visual cue to the driver that access is available to the original lane or path that was closed. When used, a downstream taper should have a minimum length of 50 feet and a maximum length of 100 feet, with devices spaced about 20 feet apart. An example of a downstream taper is shown in OMUTCD Figure 6C-2.

Barrier Reflectors shall be installed on all temporary guardrail used for traffic control; and, on all permanent guardrail located within 5 feet of the edge of the adjacent travel lane. Barrier Reflectors shall conform to C&MS 626 and the spacing shall be approximately 50 feet.

The designer shall also ensure that vertical clearances in conformance with L&D Manual Volume 1, Section 302.1 (existing structures to remain) are provided.

Traffic SCD MT-99.60 shall be used to close (traffic slowed to 25 MPH or less) multi-lane divided highways for a maximum of 15 minutes each. The short-term closures are used to perform limited operations such as stringing a cable across the travel lanes, joint coring (or other similar operation with short periods of encroachment) when located at the edge of a closed area without positive protection that is immediately adjacent to an open lane of traffic, etc. Alternatively, these types of operations may also be performed utilizing full closures (using detours) with the considerations and necessary approvals as described below.

Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced.

Rest areas shall not be closed to the public without approval of the District Deputy Director. Approvals of temporary rest area closures called for within construction projects become effective with the District Deputy Director’s signature on the title sheet.

Traffic SCDs MT-95.30 and 95.40, which pertain to lane closures on the mainline, shall be used as companion drawings to MT-98.20 or 98.21, respectively.

Warning Signs used for incident management may have either an orange background or a fluorescent pink background. However, in emergencies, available signs having yellow backgrounds may be used if neither fluorescent pink nor orange signs are readily available.

For guidance in use of temporary lighting for crossovers, see Traffic SCD MT-100.00 and Plan Note 642-35 in Chapter 642. For floodlighting see Plan Note 642-29 in Chapter 642.

The designer should evaluate the possibility or extent of encroachment into open traffic lanes. This evaluation should include consideration of the existing geometrics (including lane and shoulder widths), the type of work being performed during the various construction stages and any additional width required for the location of drums or cones and temporary edge lines when used. Depending upon the available lane width of the right lane, it may be necessary to shift traffic onto the shoulder using drums or cones and/or a temporary edge line. In this case, consideration should be given to removal of the existing right edge line.

Work Zone Increased Penalties signs and supports will be measured as the number of sign installations, including the sign and necessary supports. If a sign and support combination is removed and reerected at another location as directed by the Engineer, it shall be considered another unit.

As noted in OMUTCD Section 6F.83, steady-burn electric lamps are a series of low-wattage, yellow, electric lamps, generally hard-wired to a 110-volt external power source. They may be used in place of Type C steady-burning Warning Lights (see Section 605-12.5).

OMUTCD Parts 1, 5 and 6 have been compiled as a separate document to provide a convenient reference of this information. The book is titled the “Temporary Traffic Control Manual”; however, it is also known as the Construction Manual or the Orange book, since it historically had an orange cover. This manual is only available for viewing or downloading electronically online from the TTCM website.

If the work will require a lane closure as designated in the table on MT-99.20, the plans should include the appropriate lane closure details.

Designer Note: The TIM During MOT note shall be used on Interstate and Interstate look-alike projects that include: contraflow, one-mile long crossover(s), multi-year work duration, or significant continuous impact to mainline traffic (e.g., reduced shoulder and/or lane widths, closed ramps, etc.). While not intended for use with resurfacing projects, this note may be considered for use when complex maintenance of traffic issues are anticipated. See Section 608-2 and 640-23 for additional information.

Repeat for each anticipated approved WZSZ for the project (based on Table 1297-7) to calculate a total number of Work Zone Speed Limit signs needed for the project. If a Work Zone Speed Limit Sign is removed and re-erected at another location within the project due to changes in the WZSZ, it shall be considered another unit. Additionally, remember that each time the approved speed limit fluctuates with the conditions and factors in Table 1297-7 (e.g., goes from a reduced speed limit to the original speed limit or from the original speed limit to a reduced speed limit) it shall be considered another unit if the unit is installed and removed with each fluctuation. Simply covering and uncovering the sign is incidental to the pay item.

As noted in OMUTCD Section 6C.10, where traffic in both directions must, for a limited distance, use a single lane, “provision should be made for alternate one way movement through the constricted section.” Some means of coordinating movements at each end shall be used to avoid head on conflicts and to minimize delays. Control points at each end should be chosen to permit easy passing of opposing lines of vehicles. At a "spot" obstruction, however, such as an isolated pavement patch on roadways with lower speeds and adequate sight distance, the movement may be self regulating. Alternate one way traffic control may be accomplished as appropriate by flagger control (OMUTCD Section 6C.11), a flag carrying or official car (OMUTCD Section 6C.12), a pilot car (OMUTCD Section 6C.13), traffic signals (OMUTCD Section 6C.14), or by using stop or yield control. This Section provides additional information regarding flagger control, the use of traffic signal and the use of STOP or YIELD signs (see OMUTCD Section 6E.01 for flagger qualifications).

Occasionally there may be a need for “permanent” termination of a freeway/expressway. Such termination will be located at an interchange, forcing all traffic to exit at that point. This is not a work zone. Such a condition differs from that which is discussed in Section 641-19 in that this termination point would be somewhat “permanent.” Construction of a Section of new roadway may have been built and open to traffic while the adjacent Section of roadway is not yet built and may not be built for several years, if at all.

Equally as important as the safety of road users traveling through the work zone or incident area is the safety of workers (see OMUTCD Section 6D.03). Temporary traffic control zones present temporary and constantly changing conditions that are unexpected by the road user. This creates an even higher degree of vulnerability for the personnel on or near the roadway.

Except as noted below for a single flagger at a “spot” location, flagger stations shall be located far enough ahead of the work space, so that approaching traffic has sufficient distance to stop before entering the work space (see OMUTCD Section 6E.08). OMUTCD Table 6E-1, which provides information regarding the stopping sight distance as a function of speed, may be used in determining the location of a flagger station. These distances may be increased for downgrades and other conditions that affect stopping distance.

Complex Projects, for this purpose, are defined as all urban projects, and non-urban projects which involve temporary pavements, significant localized alignment modifications from phase to phase, etc. Projects which involve significant modifications to interchanges, with a high number of sub-phases, are also considered complex projects. Any project which involves more than two phases and a possible third phase to upgrade the shoulder could also be considered a complex project.

In addition to the requirements of the plans, specification and proposal, drums furnished by the Contractor shall be new and unused at the time of arrival on the project. Any drums brought on the project, which have previously been used elsewhere, will not be accepted.

Traffic SCDs MT-98.20 and 98.21 generally address lane closures in the vicinity of exit ramps. MT-98.20 addresses lane closures using drums. MT-98.21 addresses lane closures using portable barrier (PB). MT-98.21 also addresses the use of impact attenuators in the exit gore. Otherwise, both drawings are basically the same.

A detour is a temporary rerouting of road users onto an existing highway in order to prohibit through traffic within the work zone. As noted in OMUTCD Section 6G.10, detours should be clearly signed over their entire length so that road users can easily use existing highways to return to the original highway. Normally, detours on the state highway system are provided by the District. See OMUTCD Section 6F.50 for related signing, as well as Sections 605-7 and 605-8. OMUTCD Figures 6H-8, 6H-9, 6H-19 and 6H-20 provide examples of detours.

Temporary traffic control problems might occur under the special conditions encountered where vehicular traffic must be moved through or around temporary traffic control zones on high-speed, high-volume roadways. Although the general principles outlined in the OMUTCD and the TEM are applicable to all types of highways, high-speed, access-controlled highways need special attention in order to safely and efficiently accommodate vehicular traffic while also protecting workers. See OMUTCD Section 6G.14 and Figures 6H-33 and 6H-35 through 6H-37 for information on this type of work.

The traffic signal system may either be constructed of standard signal components conforming to Traffic SCDs MT-96.11, 96.20 and 96.26, or it may be a portable traffic signal (PTS) which is essentially self-contained and mounted on a trailer or pedestal (see Section 605-13.3) per ODOT’s Approved List for PTS.

A shoulder taper may be beneficial on high speed roadways with improved shoulders that may be mistaken for driving lanes (when work is occurring in the shoulder area). If used, shoulder tapers approaching the activity area should have a length of about one third L. If a shoulder is used as a travel lane either through practice or during a temporary traffic activity, a normal merging or shifting taper should be used. An example of a shoulder taper is presented in OMUTCD Figure 6C-2.

Design build projects are not excluded from the MOTAA analysis requirements. As mentioned in the prior paragraph, this task shall be performed in the Preliminary Engineering Phase, to aid in the development of the design build scope.

On multilane highways with shoulder widths of at least 6 feet, center the Speed Measurement Marking entirely on the shoulder. If the shoulder width is between 2 feet and 6 feet, center the marking on the edge line. If the shoulder width is less than 2 feet, center the marking in lane immediately adjacent to the edge line. To assure visibility of the markings and reduce parallax errors on multi-lane highways, for each direction utilizing an Air Speed Check Zone, a set of two markings (left and right side) shall be used at each one-quarter mile interval.

Each District’s FSP program will be evaluated quarterly to review conformance to general ODOT policies as well as specific FSP guidelines. The quarterly review will include:

When a detour has been designated for a project (see Section 602-6), provisions must be made for erecting adequate Detour signing along with other appropriate traffic control devices. The plans shall specify all necessary detour traffic control in accordance with the OMUTCD and the TEM (also see related typical applications in Chapters 607 and 698). The plans shall provide the appropriate traffic control information, for installation by ODOT or the contractor (as specified by the District). On local or other projects where detour traffic control cannot be provided by the maintaining agency, the plans shall provide for installation by the contractor.

In these situations, a single Warning Sign, such as SHOULDER WORK AHEAD (W21-H5), should be used. If the equipment travels on the roadway, the equipment should be equipped with appropriate flags, high-intensity rotating, flashing, oscillating, or strobe lights, and/or a SLOW MOVING VEHICLE symbol.

Currently, ODOT is developing procedures for HazMat spills. Although HazMat incidents constitute a small percentage of the incidents occurring on Ohio’s roadways, they are responsible for a large portion of the delay. Several endeavors are underway to address these incidents. At this time, ODOT is to contact a contractor or HazMat Team to perform the cleanup. However, a specific HazMat contract may be developed by the Office of Traffic Operations (OTO) to help facilitate this process in the future.

The second paragraph and Item 614, Object Marker, _-Way line item within the Plan Note shall only be included when temporary or permanent guardrail is located within 5 feet of the edge of the adjacent travel lane.

Speed limit reduction through temporary traffic control zones shall be provided per Sections 640-18.2 and 1203-2.9. Where a speed limit reduction is applied, signing shall be as indicated in Section 642-24 (Plan Note 642-24).

Traffic SCD MT-100.00 is intended for use to provide a lighting system for work zone median crossovers. The system is designed to light the entire width of the divided highway, from outside edge to outside edge of the permanent pavement, including the median in the vicinity of the temporary crossover.

Barrier reflectors and object markers shall be installed as shown in Traffic SCD MT-101.70, with a maximum spacing for the barrier reflectors and object markers of 50 feet. Where both barrier reflectors and object markers are provided on the same device, these items shall be staggered.

Incident management responders should also use the guidelines set forth by the National Incident Management System (NIMS). Training for both the ICS and NIMS can be obtained through ODOT. Contact OTO for more information on these programs.

Designer Note: This note should be included in the plan when a signalized one-lane, two-way closing is used. The values and Time of Day schedule above are strictly for example purposes only.

Tapers are an important element of a temporary traffic control zone. They may be used in both the transition and termination areas. As noted in OMUTCD Section 6C.08, whenever tapers are to be used in close proximity to interchange ramps, crossroads, curves, or other influencing factors, it may be desirable to adjust the length of the tapers.

Payment for the new signs shall be made at the contract price per Each for Item 614, Replacement Sign, and shall include the cost of removing and disposing of damaged signs, hardware and supports, and providing the necessary replacement hardware, supports, etc.

“Without positive protection” means use of drums, cones, shadow vehicle, etc, without protection from portable barrier or other rigid barrier along the work area. This phrase does not apply to cases where positive protection is required. Mobile operations are regarded as “without positive protection”. For work zones using a combination of barrier and temporary traffic control devices (cones, drums, etc), the designation shall be based upon the type of devices used in the area that workers are located.

As noted in Section 606-1, the general goal in work zone TTC is “safety with minimum disruption to road users.” However, as noted in OMUTCD Section 6A.01 another goal of TTC is to provide for the efficient construction and maintenance of the highway, as well as efficient resolution of traffic incidents that may occur. Judgment is a key factor in balancing these goals, and determining what control is needed/appropriate. OMUTCD Chapter 6B provides a review of the fundamental principles of TTC.

Information should include, but is not limited to, all construction activities that impact or interfere with traffic and shall list the specific location, type of work, road status, date and time of restriction, duration of restriction, number of lanes maintained, number of lanes closed, minimum vertical clearance, minimum width of drivable pavement, detour routes, if applicable, and any other information requested by the project engineer.

In general, projects with detours shorten construction time, are less expensive to construct, and are safer for construction personnel. On the other hand, maintaining traffic generally is more convenient for the road user and has a less detrimental effect on local activities.

Form 696-2b. Example of a Completed Bridge Information Form Form 696-2bis an example of a completed Form 696-2a. Electronic (.pdf and Excel formats) copies of this example are available from the TEM - Maintenance of Traffic Material page.

DetourRightsign

Ohio TIM is the state's traffic incident management program composed of several agencies, including ODOT, local and state law enforcement agencies, Fire, EMA, and towing and recovery services. These agencies work together to safely and efficiently clear traffic incidents on Ohio highways. More information regarding this program can be found online.

For projects that will have an advertisement period longer than 3 months, incrementally increase both the 15- and 4-month end points in the second paragraph by the number of additional months of advertisement.

Lane closures shall meet the requirements of the permitted lane-closure schedule provided in Section 630-4. Any request for exception to this lane-closure schedule shall be submitted for exception approval. Any exception request, if not submitted for review and approval during the planning stage, should be submitted as soon as possible during the design stage so that the MOT plan can be developed accordingly.

Ohio TIM is the state's traffic incident management program composed of several agencies, including ODOT, local and state law enforcement agencies, Fire, EMA, and towing and recovery services. These agencies work together to safely and efficiently clear traffic incidents on Ohio highways. This cooperation prevents further damage, injury or undue delay to first responders and the motoring public.

Four corner flashing caution mode shall consist of the use of one asterisk in each corner of the PCMS display (4 total asterisks).

The following discussion of geometrics should be used as a guide where maintenance of traffic is to be accomplished using the existing facility. Geometric criteria to be used in designing and utilizing temporary roads are discussed in Section 640-11.

The Innovative Contracting Manual contains additional information on all of these methods. This manual is maintained by the Office of Construction Administration.

For additional information on the type, color, and when to specify One-Way vs. Bi-Directional Barrier Reflectors and Object Markers, see Section 605-19.1.

The design speed for maintaining traffic through a construction zone should remain at the original posted legal speed limit, except as indicated in Section 640-18.2.3. If necessary, reductions in design speed should be accomplished gradually, in increments of 5 or 10 miles per hour. Sudden changes in design speed and the related geometrics should be avoided. With the October 2015 changes in Section 640-18.2 more projects will need to be designed to the original posted speed limit, rather than a work zone speed limit. For point locations that cannot be designed to the original posted speed limit, advisory speed signing should be considered for use.

All costs, unless otherwise specified, resulting from the above requirements shall be considered to be included in the lump sum price for Item 614, Maintaining Traffic. Failure to perform the requirements of this Plan Note will result in a daily fine of 2% of Item 614, Maintaining Traffic and may result in one or more Contractor TIM Contacts being removed from the list of Ohio TIM trained individuals (at the sole discretion of the Ohio TIM Executive Committee). In the event an individual is removed from the Ohio TIM trained list, the individual will be removed from Contractor TIM Contact responsibilities on all projects.

One increased barrier delineation method is to provide delineation panels (3MTM ScotchliteTM Linear Delineation System (LDS) or approved equal). The delineation panels shall be provided in 6 x 34 inch sections, placed horizontally and at 10-foot max or 12-foot max intervals, as specified in MT-101.70.

Each county with PLCS mainline segments is expected to have ready access to diesel spill equipment and supplies. Counties with PLCS mainline segments in which an Emergency Management Agency (EMA) routinely provides hazardous material cleanups may request a waiver from the ODOT Division of Operations Deputy Director, based on a District’s agreements with the local EMA that will exempt them from the storage of diesel spill cleanup material.

This SCD covers situations where LEOs or LEOs in conjunction with highly visible construction vehicle(s)slowly bring traffic to a stop in front of the work area.

As noted in OMUTCD Section 6F.59, each detour shall be adequately marked with standard temporary Route Signs and destination signs.

Regarding lane width on single-lane crossovers, there has been some debate in the past as to the proper width of the single lane. It was determined that this lane should be 12 feet wide, with 3 feet of paved shoulder and 2 feet of aggregate shoulder on each side. This provides for the same typical Section as does the two-lane crossover design provided inFigures 698-4 through 698-7, except that the pavement width is decreased by 12 feet. In the past, this drawing called for a 16-foot lane, as is typical of a permanent single-lane ramp, with a 1-foot shoulder on each side. However, a 12-foot lane width is adequate for a properly designed single-lane median crossover and will contribute to providing uniformity in temporary work zone geometrics among ODOT work zones.

Materials and equipment used on projects in the State of Ohio which are neither on the NHS nor on the state highway system must meet the criteria of the OMUTCD.

When a lane of traffic is shifted onto the median shoulder of an Interstate or expressway, special consideration should be given to temporary grade adjustments at inlets and the impact of drainage on a given corridor. The drainage requirements shall be in accordance to L&D Manual Volume 2, Section 1009.

Supplemental Specifications 808 and 908 address Digital Speed Limit (DSL) Sign Assemblies; Supplemental Specifications 821 and 921 address Arrow Boards; and Supplemental Specifications 830 and 930 address Automated Flagger Assistance Devices (AFADs).

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The Contractor shall furnish, install, maintain and remove, when no longer needed, a changeable message sign. The sign shall be of a type shown on a list of approved PCMS units available on the Office of Materials Management web page. The list contains Class A and B units with minimum legibility distances of 800 feet and 650 feet, respectively.

For information about removal of Logo, Tourist-Oriented Directional Signs (TODS) or Sponsor-A-Highway Signs see Section 640-21.

Barrier reflectors and object markers shall be mounted on all portable barrier (PB) used for traffic control; and, on all permanent concrete barrier (including bridge parapets) located within 5 feet of the edge of the adjacent travel lane. (See Plan Note 642-51 in Chapter 642.) When PB or permanent concrete barrier (including bridge parapets) contains glare screen (see Section 605-18), three vertical retroreflective stripes shall be placed on consecutive paddles as described in Traffic SCD MT-101.70.

On two-lane highways, the boards may be used only in the caution mode. Display of the arrow or chevron modes shall not be permitted on two-lane highways.

An advance warning area is the Section of highway where road users are informed about the upcoming work zone or incident area. The advance warning area may vary from a single sign or flashing amber light on a vehicle to a series of signs starting a mile or more in advance of the transition area.

The glare screen system shall be securely fastened to the 32-inch Portable Barrier using the hardware and procedures specified by the manufacturer.

Designer Note: Most traffic control plans should include an “Item 614, Maintaining Traffic note that contains the following:

The use of breaks in the traffic separation runs, to permit access, should not normally be allowed. For unusual circumstances where breaks are necessary, each end of the barrier shall be protected by a temporary impact attenuator. Such breaks for access shall not be created for construction access.

Traffic SCD MT-95.30, which pertains to lane closures on the mainline, shall be used as a companion drawing whenever MT-98.10 or 98.11 is used.

The sign should be the standard M4-H15 legend with the word “BUSINESS” on the top line. Under unusual circumstances where it may not be intuitive that a driveway serves a specific business, the actual business name may be substituted for the word “BUSINESS.”

Coordination of signing between adjacent projects is recommended in order to minimize presenting misleading information to the road user. If proper location of advance signing for one project results in this signing being located within the limits of another construction project, then consideration should be given to treating the two projects as one project for the purpose of signing.

Portable Barrier (PB) includes both portable concrete barrier (PCB) and portable steel barrier. (It does not include portable water-filled barrier.)

Designer Note: This note and Traffic PIS 2010180 shall be included in the plans when Longitudinal Channelizer is called for in the plans.

A Work Zone Egress Warning System (WZEWS) should be used on any project that has construction egress points as detailed in Maintenance of Traffic Standard Construction Drawing (SCD) MT-103.10. The systems utilize non-intrusive traffic sensors in order to detect construction vehicles as they drive into Opening B of SCD MT-103.10 and warn upstream drivers via a WZEWS Sign Trailer.

Designer Note: For every cubic yard of earthwork (embankment plus excavation), use between 0.002 M. Gallon and 0.004 M. Gal of water. The lower rate should be used for small and/or rural projects and the larger rate should be used for large and/or urban projects.

The eighth paragraph in this Plan Note is also optional. This paragraph is to be used when it is necessary to require cellular phone data link programming of PCMS operation and messages. This should be included only when potential maintenance of traffic problems justify its use; and only when procedures have been developed to assess travel problems on a current basis and an operating agency (e.g., District Traffic Department, City Traffic Department, OSHP or City Police Department) is prepared to monitor and operate the system on a real-time basis with current information. Further, the cellular phone option should not be invoked unless the designer has assured that cellular phone services are available in the proposed sign area. Generally, PCMS units should be located well in advance of the situation to which they relate. In the case of diversion schemes, the PCMS units should be located well in advance of the upstream interchange where the alternate route begins. The desired location(s) for deployment of PCMS units shall be established by means of a Plan Note listing the specific locations where the contractor is to install, maintain and remove the PCMS units(s) and the duration the PCMS unit is to function. Designers should field review potential sites to find those with good visibility and a level, accessible area, preferably behind existing guardrail. The Plan Note also permits the project engineer to relocate the sign to improve visibility or to accommodate changing conditions.

A STOP/SLOW AFAD shall include a STOP/SLOW sign that alternately displays the STOP face and the SLOW face of a STOP/SLOW paddle without the need for a flagger in the immediate vicinity of the AFAD or on the roadway.

LEOs should not forgo their traffic control responsibilities to apprehend motorists for routine traffic violations. However, if a motorist’s actions are considered to be reckless, then pursuit of the motorist is appropriate.

The method used to design the length of need and location of barrier for maintenance of traffic applications should be as discussed in L&D Manual Volume 1, Sections 602.1.2 and 602.1.3 for determining barrier length.

In areas of long-line work such as resurfacing, where the roadway or lane remains open during construction, the new pavement marking shall be placed within fourteen days of removal or obliteration of the existing line(s). NO EDGE LINES (W8-H12a) signs shall be erected at locations lacking necessary edge lines.

Figure 698-10. Pothole Patching on Multi-Lane Facilities That Will Not Violate the PLCS Figure 698-10 is an example of TTC guidelines established in Section 660-3.4 for pothole patching on ODOT-maintained multi-lane facilities that will not violate the PLCS.

Traffic SCDs MT-95.31 and 95.32 depict traffic control for closing the right and left lane, respectively, of a multi-lane undivided highway using drums. MT-95.41 is used to close the right or left lane on a multi-lane undivided highway when construction procedure or the condition requires that the work area be protected by portable barrier (PB) in accordance with Section 605-14.

The PCMS shall contain an accurate clock and programming logic which will allow the sign to be activated, deactivated or messages changed automatically at different times of the day for different days of the week.

The designer should, in conjunction with the District Work Zone Traffic Manager, investigate the use of lane closure restrictions on all roadways, especially Interstates and other freeways, during holiday and other special events.

In an attempt to minimize delay and increase safety for all road users, ODOT developed Policy 21-008(P) and Standard Procedure 123-001(SP) for Traffic Management in Work Zones. These documents establish standards for acceptable traffic queuing. Predicted queue lengths resulting from decreased capacity of the highway at a work site on all ODOT-maintained highways and all Federal-aid highway projects shall not exceed the standards set by this policy.

Traffic incidents are unpredictable, unique occurrences which restrict traffic flow. They are unplanned events such as emergencies and crashes, and each must be addressed individually. Effective incident management can help to increase safety at an incident scene, reduce costs associated with incidents and quickly restore traffic to its original flow.

The Contractor shall be responsible for 24-hour-per-day operation and maintenance of these signs on the project for the duration of the phases when the plan requires their use.

The geometric design of temporary roads should be commensurate with the chosen design speed. Pavement design criteria are provided under C&MS 615. Typical roadway plans for temporary roadway are provided in L&D Manual Volume 3, Figures 1306-6s and 1306-7s.

Maintain communication with the DWZTMs in adjoining districts and advise them of potential work zone impacts that may affect the adjacent district.

Techniques for controlling vehicular traffic under one-lane, two-way conditions are described in OMUTCD Section 6G.10 and Section 602-7. For the ODOT-maintained system, the techniques used most often are:

Additional ways to motivate Contractors to provide quality transportation facilities while minimizing travel delays and maintaining a competitive bidding process are considered Innovative Contracting methods and include Lane Value (PN 127), Incentive/Disincentives (PN 121), and A + B Bidding (PN 125). Guidelines on use of these concepts is presented in the Compendium of Traffic Control Options in Section 630-2 and Tables 697-1a through 697-1f.

This Chapter is intended to provide additional information on temporary traffic control that would be helpful particularly to construction personnel. However, it may also be useful for maintenance personnel performing the same functions. Inspection procedures for temporary traffic control devices will be addressed in this Chapter. Inspection procedures for other types of traffic control devices are outlined in the other Chapters related to the various types of traffic control devices.

Greater than or equal to 50 MPH – Use four corner flashing caution mode Between 50 MPH and 25 MPH – TRAFFIC AHEAD XX MPH / SLOW DOWN Below or equal to 25 MPH – TRAFFIC AHEAD XX MPH / PREPARE TO STOP

The sign shall display the date of the closure in MMM-DD format and the number of days of the closure. The last line of the W20-H13 sign lists a phone number which a motorist may call for additional information. This is to be a specific office within the District rather than the general switchboard number.

The signs should be dual-mounted on a directional roadway of a divided highway, but need only be mounted on the right side of an undivided roadway or ramp.

Paddle craft traffic shall be maintained throughout construction of the project either through existing river channel or through portage trail approved by the Engineer.

Lane use cross sections should be shown in the plan indicating the number of lanes and the width of each. Normally, all lanes should be shifted.

The design and application of temporary traffic control devices used in temporary traffic control zones should consider the needs of all road users. All traffic control devices used on street and highway construction, maintenance, utility, or incident management operations shall conform to the applicable provisions of the OMUTCD.

Designer Note: A breakdown of the various types of signs and pavement markings should be included (examples: Item 614, Work Zone Marking Sign; Item 614, Work Zone Lane Line, Class ___, ___, ___, Item 614, Work Zone Stop line, Class ___, ___, etc.).

If the paved shoulder must be used to achieve minimum lane width, it may require that the shoulder be reconstructed or strengthened to accommodate the additional load. A separate sheet would be required in the plan detailing the shoulder work.

The termination area shall be used to return road users to their normal path. The termination area shall extend from the downstream end of the work space to the END ROAD WORK signs, if posted.

Using the Office of Roadway Engineering (ORE) Lane Closure Queue Analysis Tool, analyze all lane closures on interstates and other freeways proposed to be implemented outside the times allowed by the Permitted Lane Closure Schedule (PLCS). All Lane Closure Queue Analysis shall be reviewed and approved by a Professional Engineer. For queues that are predicted to exceed the Allowable Threshold, submit an Exception Request to the Maintenance of Traffic Exception Committee (MOTEC). See Standard Procedure 123-001(SP) for more details on the Allowable Threshold.

Table 697-1f. Administrative Options As noted in Sections 606-16, 630-2 and 640-24.4, Tables 697-1a through 697-1f present a Compendium of Traffic Control Options of various traffic control strategies and traffic control options. Table 697-1f addresses various administrative options.

Spacing = 1.0 miles 2.33/1.0 = 2.33 signs or 3 signs Both sides of roadway (dual mounted) = 3 x 2 = 6 signs One direction of roadway (e.g. EB only) = 6 x 1 = 6 signs Plus two open entrance ramps (assuming dual mounted necessary) = 6 + 4 = 10 signs Number of Work Zone Speed Limit signs for this work zone speed zone = 10 (Then multiply by the number of times the speed limit will fluctuate based on Table 1297-7.) Only include the times where the signs will be installed, removed or relocated. Do not include times where the signs will simply be covered and uncovered.

The choice of 32-inch PB, with screen, or 50-inch is often left to the contractor. However, glare screen can be a maintenance problem. If PB will be in place over the winter during plowing operations, or if the PB is otherwise expected to be hit a lot, the 50-inch PB should be specified. Plowing over the top of a 50-inch PB is possible; however, it is not preferred.

A stage typically identifies a period in which work is concentrated in one Section of the project site. Each stage may appear as a separate construction project, as the work in one Section of the project site is completed before the work in another Section of the site is begun. Consideration should be given to relocating advance Warning Signs with each stage change. Stages of construction may be separated by periods of inactivity. For example, this would be the case if the contractor is required to complete one stage by the end of one construction season, and is not permitted to begin the next stage until the beginning of the next construction season. Implementation of multi-stage construction is typically limited to large projects.

The following sections provide information about various components of the Temporary Traffic Control (or MOT) Plan, including detail information about Traffic SCDs and PISs.

The control of road users through a temporary traffic control zone is an essential part of highway construction, utility work, maintenance operations and incident management. However, the safety of those road users and workers in temporary traffic control zones shall also be an integral and high-priority element of every project from planning through design and construction. Maintenance and utility work should also be planned and conducted with the safety of drivers, bicyclists, pedestrians and workers considered at all times. In 2013, ODOT along with ACEC, OCA, and FHWA determined that MOT shall be designed as part of the plan submittals. No plans shall contain Contractor Designed MOT.

Temporary work zone marking (edge lines, lane lines, etc.) shall be paid for under the appropriate Item 614 pavement marking item.

Chapter 606 presented a general discussion of typical temporary traffic control activities. Chapter 607 provides more detailed information about typical applications for a variety of situations commonly encountered.

This Chapter addresses various basic elements of temporary traffic control, e.g., Temporary Traffic Control Plans (also known as Maintenance of Traffic Plans), definitions of the components of a traffic control zone, tapers and one-lane, two-way traffic control.

The traffic control plan should address the need for emergency pull-offs throughout the work zone. This is important for all work zones, but is particularly critical on freeways, expressways, and multi-lane highways where access is limited. When shoulders are used to maintain traffic over long distances, consideration shall be given to providing emergency pull-off areas in order to minimize capacity reduction due to vehicle malfunction and provide space for work zone enforcement.

Also included in the drawing is Condition III, which is applicable to locations behind curb where the legal speed is 40 miles per hour or less. At such speeds, curbs of adequate height, typically 6 inches, have an effect on the lateral placement of moving vehicles. Therefore, the need for channelizing devices to protect the road user from the drop-off is reduced (see the table in the drawing under Condition III). Also see L&D Manual Volume 1, Sections 305.3.1 and 601.1.4.

If poles and/or control equipment are damaged and must be replaced, the Contractor shall make temporary repairs as necessary to bring the signal back into full operation within the allowed 8-hour period, and shall make permanent repairs or replacement as soon thereafter as possible.

Designer Notes: This Plan Note SHALL NOT be added to any plans until the new MS2 based PLCS system has been launched AND a minimum of 16 months of schedules in the rears statewide have been populated into the system. Once the new PLCS system is ready, this Plan Note shall be added to all projects with one or more roadway segments or ramps covered by the PLCS.

If the work zone meets these minimum criteria, it shall be analyzed further using Table 1 below to determine if and when it qualifies for a speed limit reduction. Depending on the original posted speed limit, the type of temporary traffic control used, and whether or not workers are present, a warranted WZSZ will vary in the approved speed limit to be posted over time.

Rumble strips (see OMUTCD Section 6F.87 and TEM Section 1415) consist of intermittent narrow, transverse areas of rough-textured or slightly raised or depressed road surface that alert drivers to unusual vehicular traffic conditions. Through noise and vibration they attract a driver’s attention to such features as unexpected changes in alignment and to conditions requiring a stop.

Depending on the original posted speed limit, the type of temporary traffic control used (with or without positive protection), and whether or not workers are present, a warranted WZSZ will vary in the approved speed limit to be posted over time. In other words, all WZSZ are variable in nature and all WZSZs will frequently fluctuate between two approved reduced speed limits or between an approved reduced speed limit and the original posted speed limit. One of two signing strategies may be used to implement a WZSZ. The primary signing strategy uses Digital Speed Limit (DSL) Sign Assemblies. The secondary strategy uses traditional temporary flatsheet Speed Limit signs (R2-1). The designer must indicate the signing strategy selection by inclusion of the appropriate pay item (only one pay item to be included, not both).

Advance work zone information signs may be required as part of the maintenance of traffic plan for major construction projects. Their need is usually determined by the Corridor Traffic Management Team during their review of the project. These signs are fixed message types and advise the road user of alternate routes, possible delays, etc. The signs are generally located at extreme distances from the work area.

The Contractor may use signs and supports in used, but good, condition provided the signs meet current ODOT specifications.

Designer Note: Note 642-40 is not intended to be used when larger waterways used by motorized boaters are impacted. When larger waterways are impacted Designer will need to provide project specific notes in coordination with ODOT Office of Environmental Services and other agencies with jurisdiction over the waterway. For additional information related to Recreational Boating please refer to the Recreational Boating Guidance resource. Also, see TEM 670-3 for additional information.

Caution is advised. The type of work being performed must be considered. If a drop-off is created within the clear zone, additional traffic control may be needed (see Section 640-6).

Supports for sign installations shall conform to all existing standards for permanent signs. These signs should not be attached to existing supports.

Work along designated detours and alternate routes is strongly discouraged. These routes carry volumes which may be significantly increased over the volumes carried under normal conditions. The potential for traffic queue development would be greater than if the work were performed prior to implementation, or following elimination, of the detour or alternate route.

Figure 698-12. One-Lane Crossover Design (Existing 4-Lane Facility) Figure 698-12 illustrates a one-lane crossover design for an existing four-lane facility. Sections 601-16, 607-12 and 640-12 address crossovers.

For lane closures during daylight, 28- inch minimum height cones shall be throughout the work area (tangent) and in the closure transition (taper). For lane closures during nighttime on multi-lane highways, 42-inch minimum height cones shall be provided throughout the work area (tangent) and drums shall be provided in the closure transition (taper).

The designer should exercise care when using MT-95.30 in the area of an entrance ramp. The placement of signs for closing the right lane contained in MT-95.30 may overlap an upstream ramp and confuse road users as to whether the ramp is open or closed. When this condition exists, the designer shall provide positive guidance for the road user. This may involve showing the exact placement of all signs and tapers noted in MT-95.30 within both interchanges on a separate drawing, rather than relying on the SCD.

The engineer in charge of traffic control for temporary traffic control zones should provide both a sense of security and safety for pedestrians walking past work sites and consistent, unambiguous channelization to maintain foot traffic along the desired travel paths. The activity area should be regularly inspected so that effective pedestrian temporary traffic control is maintained.

This method for calculating a disincentive rate assigns a value per minute to each lane based on AADT, percent trucks, the number of through lanes and utilizes an established User Cost for Passenger Cars and Commercial Vehicles.

On spot improvement locations of very short length, such as bridge replacements or bridge reconstruction, where the clear roadway width (face to face of barrier or channelizing device) criteria stated above cannot be provided, lateral clearance requirements to barriers and channelizing devices may be reduced. However, at no time on such a project shall the distance face-to-face of barrier and/or channelizing devices be less than 12 feet on multi-lane highways ≥ 45 mph or 11 feet on other facilities. See Table 697-4 for requirements on sharp curves (curve radius is less than or equal to 500 feet).

Traffic SCDs MT-101.70 shall be used when PB is specified in the plans; and, when permanent barrier (including bridge parapets) is within 5 feet of the edge of the traveled lane. The drawing presents several methods for delineating barrier as well as an impact attenuator nose cone delineation detail. Typically, barrier is delineated using object markers and barrier reflectors at 50-foot intervals, with the object markers and the barrier reflectors offset at 25 feet. This method of delineation is applicable to 32-inch and 50-inch portable barrier; and, to permanent barrier (including bridge parapets) within 5 feet of the edge of the traveled lane. Plan Note 642-51 (Chapter 642) shall be included in the plans when this method of delineation is to be provided.

It is recommended that County Managers, FSP Managers, and HMAs attend ICS training to help facilitate more effective diesel spill cleanups and incident management in general. HT staff will work under the supervision of their usual supervisors, all working within the ICS approach (Section 608-8).

Work Zone Raised Pavement Markers, As Per Plan, and their installation shall conform to C&MS 614 or C&MS 621 as specified herein.

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Length and duration of lane closures and restrictions shall be at the approval of the Engineer. It is the intent to minimize the impact to the traveling public. Lane closures or restrictions over segments of the project in which no work is anticipated within a reasonable time frame, as determined by the Engineer, shall not be permitted. The level of utilization of maintenance of traffic devices shall be commensurate with the work in progress.

The designer should exercise care when using Traffic SCD MT-95.30 or MT-95.40 in the area of an interchange immediately upstream of the work site. The placement of signs shown in MT-95.30 or MT-95.40 for closing the right lane may overlap an upstream ramp and confuse road users as to whether the ramp is open or closed. When this condition exists, the designer shall provide positive guidance for the exiting road user. This may include showing the exact placement of all signs and tapers noted in MT-95.30 or MT-95.40 within both interchanges on a separate drawing, rather than relying on the SCD.

Districts are required to report all lane closures and enter them into the system. This includes both partial and full highway closures. Knowledge of these closures is critical for improvement. It also provides an essential ability to compare incidents to find similarities, and in turn enhancements, that need to be made to the incident management process. It is ODOT’s goal to keep the roads safe and open to the public, but sometimes, partially or completely closing the roadway is necessary. In these cases, the extent and duration of the closure should be minimized. Events such as this may be identified using OHGO.

When rest areas exist within a temporary traffic control zone, a decision must be made at an early stage as to whether the rest area will remain open or whether it will be closed during the work. Rest area closures will simplify the traffic control plan.

Where highway conditions permit, Warning Signs should be placed at varying distances in advance of the work area, depending on the roadway type, condition and speed. Where a series of two or more Warning Signs is used, the closest sign to the work area should be placed approximately 100 feet away for low speed urban streets to 1,000 feet away or more for expressways and freeways.

Commonly used work zone signs are discussed in detail in OMUTCD Chapter 6F and in Sections 605-2 through 605-10. Illustrations of temporary traffic control signs that are discussed in this Manual, but not shown in the OMUTCD are provided in Figure 698-2.

Detour signs are used to direct road users onto another roadway. At diversions, road users are directed onto a temporary roadway or alignment placed within or adjacent to the right-of-way. Typical applications for detouring or diverting road users on two-lane highways are shown in OMUTCD Figures 6H-7, 6H-8 and 6H-9.

Because the protective requirements of a temporary traffic control situation have priority in determining the need for temporary traffic barriers, their use shall be based on an engineering study.

The temporary flatsheet Speed Limit signs shall be repeated every 1 mile for WZSZs for Freeways and Expressways and every 0.5 mile for WZSZs on Major Conventional roadways. The signs shall also be erected immediately after each open entrance ramp (or intersection) within the WZSZ but beyond the ramp lane merge taper if applicable.

Traffic SCD MT-98.22 shows an opening of 420 feet each, which is associated with a 70 miles per hour exiting speed. Openings longer than 420 feet should be used whenever conditions permit. When conditions will not allow a 420 foot opening, shorter values (but not less than 200 feet) may be used. When shorter openings (associated with a speed at least 10 miles per hour less than the posted speed) are used, Advisory Speed signs (W13-1) shall be provided. See OMUTCD Section 6C.08 and Section 602-5 for a discussion of taper rates.

Traffic SCD MT-99.30 addresses ODOT’s procedures for providing raised pavement marking in work zones located in projects on multi-lane highways ≥ 45 mph. Although this standard drawing is intended for maintenance of traffic schemes expected to remain in place for at least thirty days, consideration should also be given to including this drawing for all long-term work (greater than three days). MT-99.30 specifies the use of raised pavement markings as appropriate for a specific surface type, asphalt or concrete.

Raised pavement markers in work zones, installed on permanent concrete surfaces, shall be Item 614 Work Zone Raised Pavement Markers. WZRPMs are intended for use only during the non-snow-plowing season. WZRPMs shall not be provided during the snow-plowing season.

Permanent, longitudinal rumble strips are often provided on freeway shoulders to alert the road user who diverts from the travel lane. Longitudinal rumble strips create a dilemma when providing lane-shifts in temporary traffic control zones. It may be necessary to remove or resurface longitudinal rumble strips when providing lane shifts. Or, if the temporary lanes can be aligned such that the wheels of the vehicles can straddle the rumble strip, it may be adequate to limit the rumble strip removal to the shift tapers.

Floodlighting of the work site for operations conducted during nighttime periods shall be accomplished so that the lights do not cause glare to the drivers on the roadway. To ensure the adequacy of the floodlight placement, the Contractor and the Engineer shall drive through the work site each night when the lighting is in place and operative prior to commencing any work. If glare is detected, the light placement and shielding shall be adjusted to the satisfaction of the Engineer before work proceeds.

The Contractor shall provide, erect, maintain and remove Extra Advance Warning Sign Groups as shown on Traffic SCD MT-95.50 at the following distances in advance of the lane tapers with the appropriate W16-3a distance plates:

If the paved shoulder must be used to achieve minimum lane width on the ramp, as noted in MT-98.20 and 98.21, it may be necessary to reconstruct or strengthen the shoulder to accommodate the additional load. A separate sheet would be required in the plan detailing this shoulder work.

Therefore, every effort should be made to separate pedestrian movement from both work site activity and vehicular traffic. Whenever possible, signing should be used to direct pedestrians to safe street crossings in advance of an encounter with a temporary traffic control zone. Signs should be placed at intersections so that pedestrians, particularly in high traffic volume urban and suburban areas, are not confronted with mid block activity areas that will induce them to skirt the temporary traffic control zone or make a mid block crossing. It must be recognized that pedestrians will only infrequently retrace their steps to make a safe crossing. Consequently, ample advance notification of sidewalk closures is critically important. Refer to OMUTCD Figures 6H-28 and 6H-29 for typical traffic control device usage and techniques for pedestrian movement through work areas. Traffic control for a pedestrian detour is also presented in Traffic SCD MT-110.10.

This drawing is intended primarily for use with work on freeways and expressways, as described under Conditions I and II; however, Conditions I and II may also be applied to other multi-lane highways with speed limits of 45 miles per hour or greater with minimal driveways. Methods of drop-off protection provided in the table for Condition II are to be considered as minimums.

The vertical component shall be equipped with retroreflective sheeting or with retroreflective stripes. Where stripes are used, the stripes shall consist of two 3-inch wide bands placed a maximum of 2 inches from the top with a maximum of 6 inches between the bands. The base component shall be equipped with reflectors.

Whenever an approved WZSZ is implemented, the design speed for the layout of the temporary traffic control devices (TTCD) shall remain at the original posted speed limit on initial approaches to the work zone. Within the work limits, the design speed should match whichever speed limit is in effect at the time and location. This means that the placement of the TTCDs shall either be adjusted each time the speed limit is changed or, if adjustment is unreasonable, the more conservative design speed parameters must be used. For example, the higher speed limit is used for the taper rates, buffers, clear zone, etc.; and the lower speed limit is used for the device spacing, etc.

If work vehicles are on the shoulder, a SHOULDER WORK AHEAD sign may be used. For mowing operations, the MOWING AHEAD sign (W21-8) may be used. Where the activity is spread out over a distance of more than 2 miles, the SHOULDER WORK AHEAD sign may be repeated every 1 mile. A supplementary plaque with the message NEXT X MILES plate (W7-3a) may be used.

The designer must indicate the signing strategy selected by including the appropriate pay item (only one pay item to be included, not both).

The following estimated quantities are provided for use as determined by the Engineer to maintain and subsequently restore the designated local Detour Route.

Advisory Exit or Ramp Speed signs may exist at interchanges along the deceleration lanes or across from the exit gores. The designer should check the speed of any proposed Advisory Exit or Ramp Speed signs to avoid contradictory speed postings with existing signs. Where conflicts exist, the existing signs should be covered or removed. The proposed signs, when compared to the existing signs, should always provide a lower or equal advisory speed.

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For any project approved by a Maintenance of Traffic Exception Request, the DWZTM shall submit one copy of the TMPs to the ORE during detail design.

These signs are addressed in OMUTCD Section 6F.08. The words BRIDGE OUT (or BRIDGE CLOSED) may be substituted for ROAD (STREET) CLOSED where applicable. Based on ORC 4511.714, another modification of the legend became effective for high water situations in March 2015. When the road becomes impassable due to high water conditions, the ROAD CLOSED HIGH WATER MAX FINE $2000 (R11-H4a) sign should be installed. The signs should be erected at or near the center of the roadway on or above a Type III barricade that closes the roadway. They shall not be used where traffic is maintained, or where the actual closing is some distance beyond this sign.

Only include the sixth or seventh paragraph in the Plan Note based upon the signing strategy selected. Do not include both.

The following items would normally be included with the lump sum bid for Item 614 Maintaining Traffic: Signs, Cones, Drums and Warning Lights.

Barrier Reflectors shall conform to C&MS 626, except that the spacing shall be as per Traffic SCD MT-101.70. Object Markers and their installation shall conform to C&MS 614.03 and SCD MT-101.70. When the PB or permanent barrier (including bridge parapets) contains glare screen, one set of three vertical stripes of sheeting shall be considered equivalent to an object marker, one-way.

Where construction activity affects only one directional roadway of a divided highway with a barrier or wide median, signs shall not be erected for traffic on the opposing directional roadway or ramp.

[Newly constructed lane additions, once completed and initially opened to traffic, shall be open to traffic during all subsequent designated holidays and special events, and related periods of time, specified above.]

Materials used for barrier reflectors shall conform to C&MS 626. The minimum reflective surface area for the reflector portion of a barrier reflector should be 7 square inches.

The consequence of poor maintenance practices are a reduction in safety to road users and an unnecessarily large exposure to liability claims. District Roadway Services personnel are responsible for establishing and maintaining temporary traffic control zones for District maintenance work and force account operations projects. Additional information is provided separately in this Manual regarding maintenance activities related to signing, markings, traffic signals, lighting and temporary traffic control.

Traffic SCDs MT-101.75 provides requirements for impact attenuator placement. This drawing shall be used on all projects with portable barrier.

With the increased usage of Global Positioning Systems (GPS) and navigation applications, detour analysis should consider multiple routes to determine which route should be the official detour and designated local detour route. Reviewing possible detour routes should be done in partnership with local authorities in determining the official signed detour route. It is important to understand that drivers may not follow the official signed detour route but rather may follow the GPS/navigation application route. All stakeholders should consider this when establishing official detour and designated local detour routes.

Signs should be placed on the right side of the roadway unless otherwise specified in the OMUTCD or the TEM. On multi-lane divided highways, signs should be dual-mounted unless it is not physically possible to do so. OMUTCD Section 6F.03 and Figure 6F-1 provide guidelines for height and lateral clearance of temporary post-mounted signs. Traffic SCD MT-105.10 also addresses temporary sign supports. For increased visibility, a 7-foot mounting height may be used in rural areas.

All temporary crossovers shall be removed at the completion of the current proposed work unless retention for future use is recommended and justified by the District. Any crossover which is to remain for future use or left in place without use between construction seasons shall be camouflaged with an earth overlay so that the crossover area appears as part of the normal median.

A “shadow vehicle” is used for traffic control. It may be used within the traffic control zone to provide advance warning for traffic, or to guide traffic into the proper lane by the use of signs or a flashing arrow board. The shadow truck should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the shadow truck and strike the protected workers and/or equipment.

Monitor the effectiveness of all aspects of work zones and paying close attention to ones with potential for adversely impacting the safe and efficient flow of traffic on interstates and other freeways.

The VARIABLE SPEED LIMIT AHEAD (W3-H5b) sign should be used in advance of a speed zone using speed limits that vary. See Section 640-18, Plan Note 642-24 (Chapter 642) and Traffic SCD MT-104.10 for detailed information about the use of this sign.

Owner identification markings on construction drums shall be no more than 1 inch in character height and located at least 2 inches below the retroreflective band or on the top or bottom horizontal surfaces of the drum.

When lighting is called for, it shall be paid for as Work Zone Lighting System. Quantities shall be provided in the sub-summary for each phase of maintenance of traffic. If it is expected that lighting will be of the conventional type, the lighting shall be paid for per Each.

Operations that are sometimes referred to as “rolling roadblocks” or any other strategic slowing of traffic shall be handled in accordance with this section.

ORC Division 5501.27(A)(2) requires that the Director also adopt “rules governing the posting of signs to be used pursuant to Section 2903.081 of the Revised Code giving notice to motorists of the prohibitions set forth in sections 2903.06 and 2903.08 of the Revised Code regarding the death of or injury to any person in a construction zone as a proximate result of a reckless operation offense or speeding offense.”

When the shoulder is not occupied, but work has adversely affected its condition, the LOW SHOULDER (W8-9) or SOFT SHOULDER (W8-4) sign should be used, as appropriate. Where the condition extends over a distance in excess of 1 mile, the sign should be repeated at 1-mile intervals.

Part 5 addresses traffic controls for the category of roads known as Low-Volume Roads (LVR). Generally, ODOT-maintained highways do not fall within the LVR category defined in Part 5.

On freeways and expressways, the lengths of acceleration lanes should be maximized to provide safe merging. See Section 641-14 and Traffic SCDs MT-98.10 and 98.11.

Temporary Signs and Supports Drums and other channelizing devices Flashers and lights on signs Arrow boards Removal and replacement of raised pavement marker reflectors Removal of conflicting existing or work zone pavement markings (this is specifically incidental to Item 614 Work Zone Pavement Markings) Temporary Guardrail, Type 5 Temporary Bridge Terminal Assemblies

Ensure provided LEOs have been trained appropriate to the job decisions they are required to make while on the project, in accordance with C&MS 614.03.

Payment shall include all labor, material, and equipment necessary to perform the work and shall be paid for at the contract price per foot for Item 622, Portable Barrier, 50”, As Per Plan.

Either the delineation panels or the triple stack method of delineation shall be used on all portable and permanent barrier located within 5 feet of the edge of the traveled lane under either of the following conditions:

Adequate pavement markings shall be maintained along paved streets and highways in temporary traffic control zones. The intended vehicle path should be defined in day, night, and twilight periods under both wet and dry pavement conditions. The work should be planned and staged to provide the best possible conditions for the placement and removal of the pavement markings.

To find the appropriate disincentive rate, provide the Construction Calendar Year, the AADT, the percent trucks and the lanes per direction in the corresponding cells. The AADT, percent trucks and lanes per direction can be found in a combination of the PLCS and the ODOT.ms2soft.com website.

Lane closure restriction schedules for urban locations may differ from schedules for rural locations. Where rural location would be expected to carry high traffic volumes during holiday weekends, some urban routes, such as radial freeway segments leading to a central business district, may be found to carry less traffic during holiday weekends. An analysis of traffic patterns shall be made to determine whether or not it is appropriate to restrict lane closures for designated periods including holiday weekends.

ODOT has determined that the NCHRP 350 criteria shall apply to any ODOT-maintained highway regardless of whether or not the highway is on the NHS. The NCHRP safety criteria can be found on the FHWA website under the Programs handled by the Safety Section.

Within transition areas, the plans shall call for Raised Pavement Markers (RPMs) to be provided along edge lines and channelizing lines. Spacing shall be at 20-foot increments. Beyond transition areas, the plans shall call for RPMs to be provided along the lane lines at 120-foot spacing. The plans should specify that RPMs intended to be in place during the snow-plowing season shall conform to C&MS 621. During other times of the year, the contractor should be permitted to provide RPMs which conform to either C&MS 621 or C&MS 614. Plan Note 642-48 or 642-49 shall be included in the plans.

Advance Work Zone Information Signs may be required as part of the maintenance of traffic plan for major construction projects. The need for these signs is usually determined by the corridor management team during their review of the project. The signs are fixed message types and advise the road user of alternate routes, possible delays, etc. The signs are generally located at extreme distances from the work area.

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The Opposing Traffic Lane Divider sign (see OMUTCD Section 6F.76) is a delineation device used in a series to separate opposing vehicular traffic on a two-lane, two-way operation. Its use is limited to locations where speeds are 40 miles per hour or less. The Opposing Traffic Lane Divider sign (W6-4) is shown in OMUTCD Figure 6F-4 (sheet 1 of 3).

The signs may be erected for construction zones located on other highways meeting the foregoing requirements (i.e., thirty days, at least 0.50 miles in length, and stationary work) if required by the agency’s procedures adopted under 5501:2-10-02(C) or at the discretion of the Director.

For common procedures for maintaining traffic signals during construction, see the maintenance of traffic signals and flasher notes found in Chapter 642.

The Contractor shall furnish and apply water for dust control as directed by the Engineer. The following estimated quantities have been included for dust control purposes:

Distance information provided on the NEXT REST AREA XX MILES sign (D5-H7), located in advance of the upstream rest area, shall be modified to provide the distance to the next open downstream rest area. This modification shall be accomplished by providing a black on orange overlay to cover the distance provided on the sign.

The Business Entrance (M4-H15) sign should be provided at each temporarily relocated commercial Driveway for which the relocation is not obvious to the motorist. The project Engineer shall determine whether or not the driveway relocation is, or is not, obvious and whether or not a sign should be provided. Only one sign per Business shall be permitted. The sign shall be 36 inch X 48 inch in size with fluorescent orange retroreflective sheeting. The sign legend shall be placed on both sides of the sign (back to back). The sign shall have the standard M4-H15 legend with the word “BUSINESS” on the top line, except under unusual circumstances where it may not be intuitive that a driveway serves a specific business. In such unusual cases, the actual business name may be substituted for the word “BUSINESS”.

Designer Note: This note may be included in the plans if the designer finds that there is a special need for the lighting at the project location. Examples of need for such lighting might be the existence of an intersection at the point of the lane closure, or poor geometrics or poor sight distance at the point of the lane closure.

Lighting shall be by conventional methods, with luminaire arms attached to the signal supports. Area illumination shall be provided by using an 8000-lumen LED, 150 watt minimum high pressure sodium luminaires or 250 watt minimum mercury luminaires. The minimum height of the luminaire shall be 27 ft from the ground surface.

The designer should field check proposed sign locations which may be required to implement the various traffic control schemes shown in the plans. The check should determine if the site will be adequate for an appropriate temporary support and should consider any potential conflicts with existing signs. The plans may require the removal, covering or modification of the legend of existing signs, particularly overhead signs which establish lane use.

Occasionally it is necessary to close more than a single lane of pavement in order to perform the necessary work on the highway. This may be accomplished by closing or shifting multiple travel lanes, or by a combination of both. Any of these conditions creates a need for more than a single taper. Multiple tapers shall be separated by tangent sections. For example, if the number of open lanes in one direction of a multi-lane highway is to be reduced by two, then it will be necessary to provide two merge tapers, separated by a tangent Section of length 2L as shown in OMUTCD Figure 6H-37 (where L is the minimum permitted taper length of the associated tapers as indicated in OMUTCD Table 6C-3). If there is a reduction of one lane and a shift of the remaining open lanes, then one merge taper and one shift taper shall be provided. The merge taper and the shift taper shall be separated by a tangent Section of length one-half L as shown in OMUTCD Figure 6H-32.

The design and application of standard traffic control devices for temporary traffic control zones are addressed in OMUTCD Part 6, TEM Chapters 605, 607, 641 and 642, the Traffic SCDs and in C&MS 614.04.

Previous Chapters in this Part of the TEM have reviewed general policies, standards and guidelines regarding temporary traffic control zones and the related devices. Tables 697-1a through 697-1f provide a review of various options available in choosing the appropriate temporary traffic control. Chapter 606 provides a general discussion about various types of temporary traffic control activities. Chapter 607 and OMUTCD Chapter 6H provide more detailed guidelines about specific typical applications of temporary traffic control. Chapters 640, 641, 642 and 643 include additional information intended to aid in preparing Temporary Traffic Control (Maintenance of Traffic or MOT) Plans.

Tables 697-1a through 697-1f provide a summary of various traffic control strategies/options used to maintain traffic through work zones or to direct traffic around work zones, along with advantages and disadvantages of these strategies. These options should be reviewed in the initial stages of any project.

The third through sixth paragraphs, the last paragraph, and the Item 614, Increased Barrier Delineation line item within this Plan Note shall only be included when the conditions in the third paragraph are applicable. When this is the case, it is intended that either the delineation panels or the triple stacking of barrier reflectors be provided, at the contractor’s discretion.

PCMSs are intended to have a high impact on the motorist and to convey timely, pertinent, driver oriented information which could not be provided by fixed-message signs. For this reason, if no important message needs to be displayed, the sign shall be turned off. The display of non-priority messages is discouraged as drivers tend to become familiar with these and overlook priority messages displayed later.

The discussion in this Chapter regarding types of temporary traffic control activities has been organized into the same general categories used in OMUTCD Chapter 6G:

A shadow vehicle may also be placed, unoccupied, within the traffic control zone immediately in advance of the work space in a stationary operation. When a shadow vehicle is used in this way, a separate space should be provided for it. This space should be long enough to accommodate the vehicle itself, plus an open space in front of the vehicle to provide for the “roll ahead” which may occur following impact. This area is usually delineated by channelizing devices.

Other devices may be added to supplement the devices shown in the various applications presented in these documents. Device spacing may be adjusted to provide additional reaction time or delineation. Fewer devices may be used based on field conditions.

Adequate decision sight distance should be provided where possible. See Section 607-15 and Table 697-8. If adequate decision sight distance cannot be provided, this should be documented, explaining the reason for non-compliance. Consideration should also be given to closing the ramp.

The fifth paragraph in this Plan Note is optional. This paragraph is to be included in the plans when it is intended that time-of-day/day-of-week programming capability is to be provided. This feature allows for certain messages to be pre-selected for anticipated critical times, and also allows the unit to be automatically turned off when there is no significant message to convey.

These cleanup operations are in addition to performing ODOT’s usual traffic control activities, and will be performed under the supervisor’s direction. It is anticipated that the ODOT Highway Technician (HT) supervisor will be the County Manager and that the Freeway Service Patrol (FSP) operators’ supervisor will be the FSP Manager or the Highway Management Administrator (HMA). Supervisors and managers are required to direct staff to perform activities only within each person’s training capability, in cooperation with the first responders, and within the Incident Command System (ICS). See Section 608-8 for more information on ICS.

The LEOs work at the direction of the Contractor. The Contractor is responsible for securing the services of the LEOs with the appropriate agencies and communicating the intentions of the plans with respect to duties of the LEOs. The Engineer shall have final control over the LEOs’ duties and placement, and will resolve any issues that may arise between the two parties.

For more information about coordinating speed reductions and increased fines policies, see Sections 600-2, 605-4.2, 640-18.2.5 and 640-18.3.

Temporary traffic barriers (see OMUTCD Section 6F.70) shall not be used solely to channelize road users, but also to protect the work space. When used for channelization, temporary traffic barriers should be of a light color for increased visibility. For nighttime use, the temporary traffic barrier shall also be supplemented with delineation. For additional information, refer to OMUTCD Section 6F.70 and Sections 605-14 and 605-19.

Prior to activating a new traffic signal, deactivating an overhead flasher, or implementing a 2-way to all-way stop conversion, the public shall be given advance notice of the activation, deactivation or implementation by use of special signing. This signing is shown in Traffic SCDs MT-120.00, MT-125.00 or MT-125.50. MT-120.00, MT-125.00 or MT-125.50 is to be provided in all plans which require the activation of a new traffic signal, removal of an overhead flasher, or implementation of a 2-way to all-way stop conversion.

Freeway Service Patrols (FSPs) are another important component of incident management. Incidents have a negative impact on the efficient operation of freeways and FSPs help to minimize this impact. The mission of FSPs is to improve traffic safety and maintain traffic flow by efficiently clearing freeway travel lanes and shoulders of obstructions, and by assisting in traffic control around incidents. FSP services are currently being provided for the following metropolitan areas:

Designer Note: This note shall be provided if there is a reason to prohibit side-mounted signal heads. See OMUTCD Table 4D-1 for minimum number of overhead mounted primary through signal faces for approaches with posted speed limits of 45 mph or higher. Exclusively side-mounted signal heads may only be used on facilities with posted speed limits of 40 mph or lower.

Delineation of PB shall be provided by the use of delineation panels, barrier reflectors and object markers. See Sections 605-18 and 605-19 for details.

Designer Note: This note may be included in the plans when business entrances are temporarily relocated. It is intended that this note be used on projects where there are isolated business locations.

Acceptable locations for emergency pull-offs on freeways, expressways, and multi-lane highways with limited access shall be designed into the plans and laid out in accordance to the minimum requirements in PIS 2010350. See Section 641-35 for additional information on PIS 2010350.

Designer Note: As noted in Section 641-11.5, this note should be included in the plan when a work zone crossover lighting system is provided.

The traffic signal system may either be constructed of standard signal components conforming to Traffic SCDs MT-96.11, 96.20 and 96.26 (Section 641-12), or it may be a portable traffic signal (PTS) which is essentially self-contained and mounted on a trailer or pedestal (Section 605-13.3), per ODOT’s Approved List for PTS.

OMUTCD Figure 6H-39 shows signing for closure of the right lane in advance of the crossover. A left-lane closing may be used instead. For example, a left-lane closure is shown in Traffic SCD MT-95.70 (see Section 641-11).

Quantities for work zone pavement markings shall be provided in the plans. If the markings are to remain for more than three days, all Item 614 Class I markings shall be provided. If the markings are to remain for three days or less, consideration may be given to eliminating edge lines if the lines are represented by drums or other acceptable forms of channelization. Additional reduced marking at specific locations may also be appropriate. See OMUTCD Section 6F.78 and TEM Subsection 605-11.11.

The MOTAA shall include a summary. It is not the responsibility of the design team to determine if one alternative is not feasible and therefore should not be analyzed. The alternatives should be analyzed and the information included in the report. ODOT will determine, based upon the analysis, which is the preferred alternative. The lowest cost alternative is not always the preferred alternative; There may be an advantage to selecting a higher cost alternative if it is one that more comprehensively meets policy or provides other important benefits.

Designer Notes: The use of Notice of Closure signs (W20-H13) in the plan and this note is required for all road and ramp closures to satisfy NEPA regulations as set forth in the ODOT Public Involvement Manual published by the Office of Environmental Services. Details of these closure signs must be in conformance with the OMUTCD and Sign Designs and Markings Manual and be included in the plans.

As with cones (Section 605-11.3), all tubular markers shall be bands of Reboundable retroreflective sheeting complying with C&MS 730.191. For details on band widths and sequencing see OMUTCD Section 6F.65.

Traffic SCDs are addressed in general in Chapter 103. They are addressed as appropriate throughout the text of this Manual; and this Chapter provides specific information about the application of most of the Traffic SCDs. Applicable SCDs are listed on the plan title sheet. The SCDs are available from the Traffic Standard Construction Drawings (SCDs) website and through the ODOT Publications Gateway

This note, SS 808, 908 and Traffic SCD MT-104.10 shall be included in projects where speed limits are reduced in accordance with Section 640-18.2.6 for WZSZs Using DSL Sign Assemblies. Quantities shall be estimated and reported in accordance with SS 808 and MT-104.10. Units are to be in whole Sign Months even when anticipating the signs only being needed for a portion of the Sign Month. If there are no DSL Sign Assemblies on the Approved List, or if DSL Sign Assemblies are not available, WZSZ shall be implemented using temporary flatsheet Speed Limit signs.

Traffic SCD MT-97.20 depicts the use of temporary portable rumble strips and is intended to be used as a supplement to MT-97.10. It is not intended to be used as a standalone drawing.

When a lane or shoulder closure is used, or when traffic is shifted, a transition area shall be used to channel traffic from the normal travel lanes into the path required to move around the work area. The transition area should be obvious to road users, with the correct path clearly marked.

Temporary work zone marking (edge lines, lane lines, etc.) shall be paid for under the appropriate Item 614 pavement marking item.

Motorcycles are more susceptible to variations or obstacles in the road surface than are other vehicles. If a potential hazard cannot be eliminated, motorcyclists should receive a warning of the hazard well in advance of the affected area. C&MS 614.055 contains information on signing required for planed surfaces. TEM Section 202-12 contains information on signing required for longitudinally grooved pavement sections. Warning Signs should be considered for other potential hazards, especially for pavements that contain rumble strips (TEM Section 605-17), loose gravel (OMUTCD Figure 2C-4) or pavement edge drop offs.

Designer Note: This note shall be used on widening projects where traffic is maintained. The designer should refer to Traffic SCD MT-101.90, Drop-offs in Work Zones, to determine the necessary treatment or protection to be specified in the plan.

Anchoring of PB may be considered to prevent excessive deflections of the barrier on the roadside, e.g., on bridge decks where a deflection could cause the PB to fall from the deck. Anchoring of PB located on bridges is required as shown in SCD PCB-91. Anchoring drawings for minimum deflection of portable steel barrier are shown in the Approved

The States, FHWA, AASHTO, the Transportation Research Board (TRB), and other organizations conduct research and experimentation on new traffic control and safety devices.

Monitor work zone queues and compare against the predicted queues generated by the Lane Closure Queue Analysis Tool. If the work zone phase has been in place for longer than one week and is generating queues in excess of the predicted queue lengths, the DWZTM shall inform the ORE of the situation and of proposed corrective action. The cause for the discrepancy between the predicted queues and the actual queues will be investigated by the ORE in conjunction with the DWZTM.

Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications shown in OMUTCD Section 6F.61 and Figure 6F-6 and in Supplemental Specifications 821 and 921.

Advisory Exit or Ramp Speed signs may exist at interchanges along the deceleration lanes or across from the exit gores. When the ramp will remain open, the designer should check the speed of any proposed advisory exit or ramp speed signs to avoid contradictory speed posting with existing signs. Where conflicts exist, the existing signs should be covered or removed. The proposed signs, when compared to the existing signs, should always provide a lower or equal advisory speed.

An alternative to using delineator panels for increased barrier delineation is to provide barrier reflectors at the normal 50-foot spacing, except that for increased impact, the barrier reflectors are stacked vertically in sets of three, rather than singly.

When two lanes will be provided in one direction by using the shoulder, the line separating them will be coincidental with the permanent edge line. Rather than require a contractor to remove parts of an existing white edge line to convert it to a standard dashed lane line, it is permissible to allow it to remain as a solid white lane line (OMUTCD Section 3B.04).

Table 697-6. Maximum Closure Lengths As noted in Section 641-12.3, Table 697-6 provides guidance in designing a signalized one-lane, two-way closing. These values are used as a guide as to when a more detailed analysis of the traffic is needed.

The following are key elements of traffic control management that should be considered in any procedure for assuring worker safety:

Should physical restrictions exist that preclude these minimums being provided, engineering judgment should be used to determine if a safe merging operation can be provided. Factors such as volumes, gap availability, sight distance, percent trucks, availability of alternate routes, and emergency access should be considered. Documentation should be kept on file supporting the decision to provide a merge with less than the DSD in Table 697-8. The use of STOP (R1-1) or YIELD (R1-2) signs shown should only be considered when the required distances shown in Table 697-8 cannot be provided and it is impossible or impractical to close the entrance ramp.

Designer Note: This note shall be used if there is a time limitation placed on the detour. The dollar amount of the disincentive shall be calculated as directed in Appendix B of the 2019 Innovative Contracting Manual. The Innovative Contracting Manual is available for download. The official detour route should be used in the calculation of road user costs.

Any shoulder use for maintaining traffic requires evaluating the integrity of the shoulder pavement. The District Pavement Engineer and District Work Zone Traffic Manager shall be consulted in this evaluation. Engineering judgment should be used in making this evaluation. The designer should consider the percentage of truck traffic, duration of shoulder use, and the existing pavement condition, including the composition.

List the approved WZSZ Revision Number(s) and Direction(s) of traffic in the appropriate columns. Under County-Route-Section(s) list the applicable Section limits for the related WZSZ Revision Number using SLM (required on the WZSZ Revision Forms). If desired, applicable station references may be added for additional clarification. Example: CCC-RRR_SLM xx.xx to yy.yy (Sta aa to bb).

As noted, traffic signals may be used to control vehicular traffic movements in temporary traffic control zones. They should be considered for half width bridge reconstruction on low to moderate volume highways. When used, traffic signals shall be installed at each approach to the one lane section, and drivers shall be apprised of their presence by means of the Signal Ahead sign preceded by appropriate Construction Warning Signs (see OMUTCD Figure 6H-12).

A WZQDWS plan must be prepared as part of the design process and shall include a detail showing the proposed locations of all WZQDWS devices. Note any changes that could be necessary due to stage changes or other factors relating to the project.

ODOT and the Local Ohio State Highway Patrol (OSHP) Posts shall discuss desires for placing Air Speed Check Zones in the work zone. When it has been agreed that there will be an Air Speed Check Zone within the work zone, the OSHP Aviation Section Headquarters shall be contacted for their assistance in enforcing the Air Speed Check Zone. See Section 301-10 for the complete procedure for installing and maintaining, or abolishing Air Speed Check Zones.

Towing operations shall be performed in a safe manner. Short-duration towing operations shall follow the guidelines applicable to short-duration maintenance operations (see Section 606-3.5).

Detour sign featuremeaning

As noted in OMUTCD Section 6F.20, the ROAD (STREET) CLOSED AHEAD sign (W20-3) should be used ahead of that point where a highway is closed to all traffic, or to all but local traffic. It may be used in conjunction with appropriate distance legends or with other Warning Signs. Where used on high-speed facilities, the 48-inch size sign shall be used. Where speeds are 40 miles per hour or lower and volumes are moderately low, the 36-inch size may be used.

All towing vehicles shall display a yellow high-intensity flashing, rotating, oscillating or strobe light, regardless of any other devices that may be mounted on the vehicles.

All Freeway Management Systems (FMSs) (see Chapter 1303) have incident logging capabilities through the Statewide Traffic Management Center (TMC) (Section 1303-2). TMC operators log incidents as they detect them across the six major metropolitan areas covered.

Each time portable barrier is moved to a new location a new quantity of barrier reflectors, object markers and increased barrier delineation (if applicable) shall be provided in the plans.

When the need for the WZSZ has ended, it shall be withdrawn in accordance with the procedures described in Section 1203-4 (Withdrawal of Authorization).

Additional signing should be provided as shown in Traffic SCDs MT-102.10, MT-102.20 and MT-102.30. This signing includes the TRUCKS USE LEFT (RIGHT) LANE sign (R4-5L or R4-5) or TRUCKS USE LEFT (RIGHT) 2 LANES (R4-H5aL or R4-H5a) if the use of the shoulder is involved and it cannot adequately accommodate trucks. The Construction Arrow sign (W1-H16) should be used to supplement the drums used along the approaching shift taper.

Designer Note: As noted in Section 641-5.2, this note should be used to require extra Advance Warning Sign Groups in situations involving work that will extend over a holiday, holiday weekend or any other anticipated period of unusually high traffic demand (special events, etc.), if the queue resulting from a lane closure on a multi-lane divided highway is expected to extend beyond the normal ROAD WORK AHEAD sign. See Section 641-5.2 for further information. Insert applicable holiday periods and special events in the third paragraph in place of the bracketed area. Include or remove the optional fourth paragraph (shown in brackets), as applicable.

The standard barrier delineation methods typically used are presented in the upper half of MT-101.70. In the bottom half of the drawing, two additional barrier delineation methods are presented for the purpose of providing increased delineation of the side of the barrier.

Signing used for this type of work will typically consist of flatsheet Warning Signs and arrow boards. Use of existing extrusheet major Guide Signs, with overlays, in lieu of the flatsheet signing may be used. The designer shall specify which type of signing is to be used. If existing extrusheet Guide Signs are to be overlaid, the designer shall locate these signs in the field and show the signs in the plans accordingly.

Notes in the drawing address the need to maintain appropriate pavement markings and eliminate conflicting ones. See Sections 605-11.10 and 605-11.11 and C&MS Item 614.11 for additional information on work zone pavement markings. Also, see Section 605-11.12 and C&MS Item 614.115 for information about work zone raised pavement markers.

Work Zone Increased Penalty signs (R11-H5a) shall be used in construction zones on multi-lane divided highways where the work is expected to last thirty days or more, if the planned work length is at least 0.50 miles and if the construction zone is stationary. The signs may also be erected in any other construction zone at the discretion of the Director.

Advisory Exit or Ramp Speed signs may exist at interchanges along the deceleration lanes or across from the exit gores. The designer should check the speed of any proposed advisory Exit or Ramp Speed signs to avoid contradictory speed postings with existing signs. Where conflicts exist, the existing signs should be covered or removed. The proposed signs, when compared to the existing signs, should always provide a lower or equal advisory speed.

The maximum space between devices in a taper should approximate the distance in feet of the speed in miles per hour (i.e., a 55 miles per hour road should normally have devices spaced about 55 feet apart). It is desirable to provide spacing which is less than the maximum allowable. The spacing is shown in Traffic SCDs MT-95.30, 95.31 and 95.32.

Designer Note: This note shall be included in the plans when raised pavement marking is to be provided on permanent concrete surfaces in temporary traffic control zones. Snow-plowing season at the project site should be as determined by the District. If dates specific to the project site cannot be determined, the default dates of snow-plowing season shall be as per C&MS 614.115C (October 15 to April 1) regarding installation of WZRPMs.

[Delineation panels shall consist of panels of delineation, approximately 34 inches long and 6 inches wide and shall be “crimped.” Panels shall be installed and spaced per Traffic SCD MT-101.70.]

Temporary sign supports shall meet NCHRP 350 guidelines (Sections 620-2 and 620-7) as well as the requirements of Traffic SCD MT-105.10.

A Temporary Traffic Control (or Maintenance of Traffic) Plan describes temporary traffic control measures to be used for facilitating the road users through a work zone. These plans play a vital role in providing a continuity of safe and efficient traffic flow when a work zone, incident or other event, temporarily disrupts the normal flow of traffic. See Section 640-1 for further information.

Designer Note: This note shall be used when use of Work Zone Egress Warning Systems are required by the District or Central Office. Use only in accordance with Section 640-29.2. Payment shall be in full sign months.

The MOTAA may be a factor in choosing the preferred alternative and will serve as the basis for scoping the project’s work zone design. The analysis should be a comparison of alternatives that documents maintenance of traffic constraints. It should address the benefits and problems between the alternatives.

[WZSZs using DSL Sign Assemblies shall be in accordance with this note, Approved List, Supplemental Specifications (SS) 808 and 908, and Traffic SCD MT-104.10.]

See Section 642-27 (Plan Note 642-27) for more detail regarding erection of R11-H5a signs on multi-lane construction projects.

OMUTCD Section 6E.02 addresses the requirements for high-visibility safety apparel for flaggers. The same high-visibility safety apparel is recommended for Law Enforcement Officers (LEOs) when they provide traffic control.

Generally, when a highway shoulder is occupied or closed a SHOULDER WORK AHEAD sign (W21-H5) or the RIGHT (LEFT) SHOULDER CLOSED sign (W21-5a) is used. See OMUTCD Section 6G.07 and Figures 6H-3, 6H-4 and 6H-5.

Use of increased pedestrian crossing times at signalized intersections (based on a walking speed of 3.5 feet per second) may be necessary, particularly in locations where the percentage of elderly pedestrians is expected to be significant. See Section 603-2 for additional information on pedestrian issues that should be considered.

These signs are addressed in OMUTCD Sections 2B.59 and 6F.10. When weight restrictions are imposed, a marked detour shall be provided for vehicles weighing more than the posted limit. A supplemental distance plaque (R10-H20bP) shall be provided with the appropriate weight limit sign at the point where the detour is provided.

The ATSSA publication, Guidelines for the Use of Portable Changeable Message Signs, is recommended as guidance for use in determining how to make use of PCMSs to inform road users of traffic conditions due to construction activity.

The work zone signal control required for this project and shown on sheets __________ and Traffic SCDs MT-96.11, 96.20, and 96.26 shall be capable of providing multiple timing patterns chosen on a time-of-day basis.

The Contractor shall be responsible for maintaining traffic signal/flasher installations within the project under the following conditions:

STOP or YIELD signs may be used to control traffic on low volume roads at a one-lane, two-way work zone when drivers are able to see the other end of the one-lane, two-way operation and have sufficient visibility of approaching vehicles. If the STOP or YIELD sign is installed for only one direction, then the STOP or YIELD sign should face road users who are driving on the side of the roadway that is closed for the work activity area. The approach to the side that is not closed must be visible (for a distance equal to the safe passing sight distance for that approach) to the driver who must yield or stop (see OMUTCD Figure 6H-11).

Figure 698-8. Sample Lane Configuration Diagrams and Cross Sections Figure 698-8 provides a couple of samples of Lane Configuration Diagrams and Cross Sections described in Section 630-5 as part of an MOTAA.

Advisory Speed plaques are described in OMUTCD Sections 2C.08 and 6F.52. The designer may specify the use of the Advisory Speed plaque (W13-1) by a Plan Note in Item 614 Maintaining Traffic. Unless specified, this plaque would only be used when directed by the project engineer. The designer may also specify the speed to be shown (see OMUTCD Section 6F.52). A speed reduction would normally be 10 miles per hour. If the speed is not specified, the speed would be as directed by the project engineer. See Section 640-18.1 (Design and Advisory Speeds) for additional information.

The Engineer shall be provided access to each sign unit and shall be provided with appropriate training and operation instructions to enable ODOT personnel to operate and troubleshoot the unit, and to revise sign messages, if necessary.

The plans should detail temporary crossovers, including locations, horizontal alignment, typical sections, profiles, and pavement transitions to the existing pavement.

Acceptable locations for openings in barrier walls on freeways, expressways and multi-lane highways with original speed limits of 45 miles per hour or greater shall be designed into the plans and laid out as directed in Traffic SCD MT-103.10. See Section 641-33 for additional information on MT-103.10.

The typical applications of temporary traffic control zones addressed in the OMUTCD and this Chapter are organized according to duration, location, type of work and highway type. OMUTCD Table 6H-1 and the Figures Index for Chapter 698 provide listings of the typical applications shown in these manuals. These typical applications address the use of various temporary traffic control methods, but do not include a layout for every conceivable work situation.

Methods of mounting signs other than on posts are illustrated in OMUTCD Figure 6F-2. Except as noted below for mobile operations, signs mounted on portable supports should not be used for a period of more than three days. Signs mounted on Type III barricades should not cover more than fifty percent of the top two rails or thirty-three percent of the total area of the three rails.

Except as noted herein, signs used for temporary traffic control zones and incident areas shall be sized based on the provisions of OMUTCD Chapter 6F.

Construction access considerations are addressed in Section 640-9. When portable barrier is used on projects on freeways, expressways and multi-lane highways with original posted speed limits of 45 miles per hour or greater, Traffic SCD MT-103.10 shall be used to provide a safe means of interaction between project related vehicles and the traveling public by providing dedicated areas outside the traveled lanes for the deceleration and acceleration of project vehicles.

The monthly published schedules required to be used, for each PLCS segment within the project area, are those that comprise the consecutive 12-month period beginning 15 months prior to the month and year of sale and ending 4 months prior to the month and year of sale. These same 12 months apply for the life of the project and shall be applied to each respective month of construction (month of lane closure(s) shall match month of PLCS used). Lane closure(s) in place for multiple months shall always comply with the current respective month.

When cones are used at night on freeways and other multi-lane highways maintained by ODOT, the maximum cone spacing shall be 40 feet