project development process dave holstein office of roadway engineering

Project Development Process

Dave Holstein

Office of Roadway Engineering

ODOT’s PDP and Maintenance of Traffic

The MOT Policy

The MOT Policy

• MOT Policy–Purpose (and why a PM should care)–Applicable Projects–Project Requirements–Requesting an Exception to the Policy

MOT Policy/Procedure – Purpose

• Satisfies Federal Regulation• Creates systematic process to determine the impacts of our work

zones.

•Defines the number of lanes required in work zones on Freeways and other important roads. Can be a MAJOR COST DRIVER

•Defines allowable ramp closures.

MOT Policy/Procedure – Applicable Projects

• Allowable Lane Closures for Interstates and Freeways – Defined by Permitted Lane Closure Schedule (PLCS). Note: There are some additional important non-freeway roads covered by the PLCS.

• Other Major Roadways not Covered by the PLCS:» TEM 640-13 provides traffic volume thresholds and guidance for

two-lane/multi-lane facilities where additional consideration of mitigating potential work zone impacts should be exercised. Mitigation efforts should be commensurate to the expected impacts.

• Ramp Closures – as defined by Procedure.

Policy Process for LANE CLOSURES

MOT Policy/Procedure – Project Requirements

Predicted Queue Length

Maximum Duration

≤ 0.75 miles Allowable for Unlimited Duration

> 0.75 miles Not Allowable

Allowable Queues

The PLCS

If your planned lane & ramp closures meet the policy you are done.

< 24 Consecutive Hours

May be implemented at Deputy Director’s discretion after careful consideration and with proper coordination and public information.

24-72 Consecutive Hours

Requires MOTEC approval.

> 72 Consecutive Hours

Requires PIAC approval.

Service ramps may be closed as necessary with proper coordination and public information.

System Ramps

MOT Policy/Procedure – Project Requirements Ramp Closures

System Ramps

• PDP/Project Ramifications:– The MOT footprint (the number of lanes required

by policy) can potentially affect: $$Project Cost$$; and/orProject Foot Print

• When it is not practical to meet the MOT Policy and exception can be requested.

MOT Policy/Procedure – Project Requirements

MOT Policy/Procedure – Requesting Exception

When Policy Isn’t Practical – Who Can Approve an Exception

• MOTEC = Maintenance of Traffic Exception Committee» Responsible for short term impacts (< 1 week)

» Queues >0.75 to <5 miles

» System Ramp Closures >24hrs to <72 hours

• PIAC = Project Impact Advisory Council» Larger impact projects.

• DDD – A District Deputy Director or his designee can waive PLCS requirements for one day. Should only be for unforeseen circumstances.

MOT Policy/Procedure – Requesting ExemptionThe PIAC versus the MOTEC

MOTEC Approval Requests

PIAC Approval Requests PIAC Consultation

Predicted impacts of violation ≤ 1 week.

Predicted impacts of violation > 1 week.

Incentives ≥ $50K

Predicted queue length is > 0.75 miles and ≤ 5 miles.

Predicted queue length is > 5 miles.

Project of regional significance or has the potential to be controversial, impactful, or susceptible to negative or public or political scrutiny.

System ramp closure is ≥ 24 hours and < 72 hours. (Excludes mainline ramp closures.)

System ramp closure is ≥ 72 hours.

Financial, constructability or schedule costs of adhering to the allowable queue thresholds are excessive/impractical.

Planned full freeway or expressway closure where traffic will be rerouted. (Includes mainline ramp closures.)

MOT Policy/Procedure – Requesting an Exception

•Requesting an exception to the MOT Policy/Standard Procedure from MOTEC or PIAC:– Requests for approval are made by the District. – Submit requests to the Traffic Control Design Engineer (Duane

Soisson).– Exemption Requests Should Present:

» Alternatives Considered» Impacts/Costs» Proposed Mitigation

Maintenance of Traffic Alternatives Analysis (MOTAA)

Maintenance of Traffic Alternatives Analysis (MOTAA)

• Maintenance of Traffic Alternatives Analysis (MOTAA)– Purpose– When is it Performed During Project Development– MOTAA Deliverables– Who Approves the MOTAA– Traffic Academy Prequalification

MOTAA - Purpose

• Methodology to perform a work zone Alternatives Analysis.

• Foot print is provided and overlaid throughout project limits.

• “Constraints” identified to allow ODOT to pick “type” of work zone

• The final product is a document that compares costs and constraints (problems) of work zone alternatives. Used to determine if a work zone will be: Cross Over, Part Width or Contraflow. Also highlights need for Policy Exception.

MOTAA – When is it Performed?

• Completed during Preliminary Engineering: – ALL Path 4 or 5 Projects– Path 3 Projects on Interstates or Interstate Look-Alikes

• “Typically” performed for preferred alternative. For complex projects where MOT may affect selection of the preferred alternative – can be moved forward into feasibility study. Examples: Cleveland Innerbelt / HAM-71

• Some projects “OBVIOUSLY” don’t need and MOTAA – contact ORE if you think this is the case.

MOTAA – Deliverables

Instruction Manual for MOTAA’s:• Additional information, including lists of items to include in

a MOTAA, can be found in TEM Section 630-5.• Blank forms and examples of the forms can be found on

the ODOT MOT webpage: http://www.dot.state.oh.us/Divisions/Engineering/Roadway/TrafficControl/Pages/MOT.aspx

MOTAA – Deliverables

• Lane Configuration Diagram

• Cross Section: between interchanges, on bridges & pinch points.

• Look at all phases and all “alternatives” (Part width & cross over)

MOTAA – Deliverables

• Another Cross Sections Example:

Show Beams - Look at Cut

Lines

MOTAA – Deliverables

TEM Provides List of Potential Constraints. Constraints for each work zone alternative compared.

Contra Flow - If Authorized

MOTAA – Deliverables

• Other Deliverables Per the TEM:

Bridge Table

Ramp Table

MOTAA – Deliverables

Cost Table

Big Difference

MOTAA – Who approves?

• District submits MOTAA to the Office of Roadway Engineering (ORE)

• ORE will review, determine if additional information is needed, approve (in coordination with the District) and provide comments and/or recommendations.

• District will determine based on analysis the preferred alternative, in coordination with Central Office.

MOTAA – Traffic Academy Prequalification

• Maintenance of Traffic (MOT) training course offered through Traffic Academy.

• Successful completion of the training course is a requirement for consultant prequalification for Complex Roadway Design prequalification category.

Design Exceptions

Design Exceptions

• Purpose• What is a Design Exception• When is it Performed in Project Development

WARNING – This covers a proposed DRAFT change to the Design Exception Process. There is also a proposal in the Federal Register that would significantly change which design features require an exception. THIS IS A TOPIC THAT IS IN A STATE OF CHANGE – sorry about the timing!!!!!! The L&D Volume 1 will be updated as necessary.

Design Exceptions - Purpose

• A formal process to document when it is not practical to meet certain design criteria.

• Not all design criteria – just certain ones. FHWA is currently proposing to reduce the number of controlling criteria (features that require a design exception).

• Refer to L&D Volume 1 – Section 105 “Design Exceptions” for guidance.

Design Exception - What is it

High Speed

• Lane Width• Shoulder Width• Horizontal Alignment• Superelevation• Grade• SSD• Cross Slope• Vertical Clearance• Structural Capacity

9 Total

• A process to decide and document when it is not practical to meet the below design criteria:CURRENT (L&D 105.2)

• Lane Width

• Shoulder Width

• Bridge Width

• Horizontal Alignment

• Vertical Alignment

• Grades

• SSD

• Cross Slope

• Superelevation

• Lateral Clearance

• Vertical Clearance

• Structural Capacity

12 Total

Proposed in National Register (till 12/7/15)

Low Speed (<50mph)

• Structural Capacity

1 Total

Design Exception - What is it

Proposed D.E. Format

Design Exceptions – When in PDP

• Design Exceptions are typically done when sufficient information is available – typically at Stage 1 (or equivalent) depending on PDP Path

Design Exception – Proposed Process

Major Differences: Existing D.E. Process Versus Proposed:a) Crash threshold maps (formerly accident resurfacing maps) are in

line with the ODOT Safety Program making project countermeasures potentially eligible for safety funds;

b) Creates requirement to look at crash experience for all non-exempt projects via GCAT/CAM Tool;

c) Creates one format for all D.E.’s (no longer DC1/DC2/ORE formats)

d) Proposed approval based upon NHS as opposed to the current approval criteria which is funding source. Approval of Non-local NHS locations would be ORE – others by the district.

IJS/IMS/IOS

Access Point Request Document

Interchange Studies

(IJS/IMS/IOS)

IJS/IMS/IOS

• Purpose• When Performed During PDP• Approval• Traffic Academy Training & Prequalification

• To document and approve proposed changes to existing interchanges or construction of new interchanges.

• Primary consideration in decision is impact to mainline• Primary Guidance - L&D Manual, Vol. I, Section 550

IJS/IMS/IOS Purpose

• IJS (Interchange Justification Study) • Required for NEW interchanges

• IOS (Interchange Operations Study)• Required for operational changes at EXISTING

interchanges.

• IMS (Interchange Modification Study)• Required for more impactful changes at EXISTING

interchanges (much higher effort than IOS)

IJS/IMS/IOS Purpose

IJS/IMS/IOS Purpose

IMS Examples• Reconfigured interchange at

existing location. • Examples:

• Changing interchange type• Adding a ramp• Relocating ramp terminal to

different road• Significant operational

changes (adding C-D roads)• MAJOR Development that

changes regional patterns

IOS ExamplesAltering the number and/or type of lanes at crossroad ramp intersection

• Road diets• Turn lane additions• Thru lane additions• Changing lane type without

adding or reducing lanes• Revising single lane ramps

to dual lanes (exit and/or entrance ramps)

Ask Office of Roadway Engineering if you are not sure if a situation is an IOS or IMS

Expensive and Time Consuming

Inexpensive and Quick

IJS/IMS/IOS Purpose

• IOS has fewer analysis points

• IOS needs a lot less certified traffic

• Biggest cost savings is from much more stream lined report format

• Installing signals at ramp intersections• Extending turn lane lengths on exit ramp or crossroad.• Mainline thru lane additions• Improving roadway features to meet current geometric

standards (i.e. constructing accel/decel lanes or radii to current standards)

• Adding ramp metering

When NO Interchange Study (IJS/IMS/IOS) is Required

IJS/IMS/IOS Purpose

• The IMS is completed after determination of the Preferred Alternative. Depending upon the scope of the project, the IMS occurs after the Feasibility Study or the Alternatives Evaluation Report and before detailed design

IJS/IMS/IOS – When in PDP

• Submissions are sent to the District

• The District will submit to ORE. Only one hard copy necessary for ORE initial submission

• ORE will forward interstate IJS/IMS projects to FHWA for approval

• ORE approves other studies

• ODOT requires electronic copy of the final approved document

IJS/IMS/IOS - Approval

Traffic Academy Training & Prequalification

Training • Traffic Academy provides IJS/IMS/IOS training. Refer to

ORE web site for dates and electronic versions of training manuals.

Prequalification:• Attendance at Traffic Academy AND passing certification

test; and– Four years of experience in the field of traffic engineering/traffic operations; or– Four years of experience using the Highway Capacity Software (freeway or

signalized intersection modules); or– Direct experience developing the analysis for two Interchange/Modification studies

Project Development Process

QUESTIONS???

Dave Holstein, Roadway Engineering

dave.holstein@dot.state.oh.us