project development process dave holstein office of roadway engineering
TRANSCRIPT
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
