800 RAIL GRADE CROSSINGS Traffic Engineering Manual

Transcription

1 800 RAIL GRADE CROSSINGS Traffic Engineering Manual TABLE OF CONTENTS Part 8 - RAIL GRADE CROSSINGS 800 GENERAL SIGNING General STOP Signs at Highway-Rail Grade Crossings General Application Process for STOP Sign Exemption Grade Crossings Identified for Lights and Gates - Interim STOP Sign Policy MARKINGS General Railroad Pavement Marking Symbol ILLUMINATION FLASHING LIGHT SIGNALS, GATES & TRAFFIC CONTROL SIGNALS General Definitions Railroad Preemption of Traffic Signals General When to Preempt Highway-Rail Grade Crossing Warning System Interconnection Design Guidelines Purpose Operation Traffic Signal Interface Traffic Signal Controller Unit Railroad Interface RUMBLE STRIPS PLANNING / PROGRAMMING General Grade Separation Program New or Upgrade Highway Traffic Signal Projects New or Upgrade Railroad Warning System Projects DESIGN INFORMATION General Design of Locations with Railroad Preemption General Railroad Warning Devices Highway Traffic Signal Intersection Geometrics and Configuration Design of Pre-Signals Design of Queue Cutter Signals SPECIFICATIONS (January 17, 2014) October 23,

2 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 895 REFERENCE RESOURCES Railroad Grade Separation Program Policies and Procedures Manual Railroad-Highway Grade Crossing Handbook AREMA Communication & Signal Manual of Recommended Practice FORMS INDEX Highway-Rail Grade Crossing Warning System Railroad Configuration and Timing Requirements FIGURES INDEX Example of an Interconnection Warning Label October 23, 2002 (January 17, 2014)

3 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 800 GENERAL Part 8 RAIL GRADE CROSSINGS OMUTCD Part 8 addresses traffic controls at highway-rail grade crossings and highway-light rail grade crossings. Very few, if any routes under ODOT s jurisdiction involve traffic control at highway-light rail transit (LRT) grade crossings. Part 8 of the Traffic Engineering Manual (TEM) provides additional guidance for use of traffic control devices at these crossings. See TEM Part 4 (Signals) for additional information about traffic controls at rail grade crossings, including Signal Preemption and Warning System Interconnection design guidelines. The FHWA Railroad-Highway Grade Crossing Handbook (see Section 895-2) also provides useful guidance when evaluating and prioritizing improvements to highway-rail grade crossings. 801 SIGNING General Signs used at highway-rail grade crossings are addressed in OMUTCD Chapter 8B STOP Signs at Highway-Rail Grade Crossings General ORC Section defines the obedience required to a STOP or YIELD sign, and ORC Section addresses the use of STOP and YIELD signs at railroad grade crossings. Effective July 2013, the STOP sign basically became the primary regulatory traffic control device at passive railroad grade crossings. The YIELD sign is used only at selected locations with the approval of the ODOT Director. Also, the highway agency is now responsible for installation of the STOP or YIELD sign. Normally, the STOP sign will be on the same post as the Crossbuck; however, as noted in the OMUTCD, there may be some situations where it has been erected on a separate support. If the STOP sign is posted on railroad property, it will be the Railroad company s responsibility to maintain it. ODOT and the Ohio Rail Development Commission (ODRC) have established a program to address the statewide changeover of YIELD sign at passive highway-rail grade crossings, to STOP signs. This program will essentially involve the review of every public passive grade crossing in the State. Those for which an exemption is not granted will have STOP signs installed. The goal is to have a list of exemption-eligible crossing compiled by March 1, 2014, and after that date initiate a program to install STOP signs at any crossing not identified and approved by ODOT for an exemption. Every passive public highway-railroad grade crossing in Ohio is now required to have a Crossbuck sign and either a STOP or YIELD sign at the crossing itself. It is intended that each passive highway-railroad grade crossing in Ohio will be marked with a minimum of the Crossbuck sign and a STOP sign at the crossing, unless a STOP sign exemption (see Section ) is requested and granted, as noted in ORC Section (C)(2). OMUTCD Sections 8B.04 and 8B.05 provide additional information about the use of STOP signs at railroad and LRT crossings. If a local highway authority (LHA) determines that it wants to install STOP signs at a crossing not on the list of those identified for an exemption and does not want to wait for the statewide Revised January 17, 2014 October 23,

4 800 RAIL GRADE CROSSINGS Traffic Engineering Manual program, the LHA may do so as long as the installation meets the same installation standards. However, the LHA must also notify ORDC of this action so that the records for the statewide program can be updated Application Process for STOP Sign Exemption Except as noted in Subsection for the interim statewide changeover program, if an LHA desires an exemption from the placement of STOP signs, the LHA shall submit a written request to the District. The District shall review the request and forward it with recommendations to the Office of Traffic Operations (OTO). OTO shall review the STOP sign exemption request with the District and the Ohio Rail Development Commission (ORDC). OTO will make recommendations to the ODOT Director and subsequently notify the LHA of the exemption status. When reviewing the exemption request the following should be considered: 1. The existence and condition of traffic control devices near the crossing, and any potential conflicts and delays that may occur at nearby locations if a STOP sign is installed at the grade crossing, such as a queue of vehicles backing up into the intersection. 2. Cross-corner sight distances for both approaches to the crossing. Location and type of visual obstructions (check for permanent and seasonal obstructions). Can the driver adequately detect trains without coming to a stop? 3. Geometrics and approximate relative elevations. 4. Average daily traffic at the crossing (cars and trains). For example, without a compelling reason, STOP signs should not be used if there is less than one train per day. Also, STOP signs are generally impractical if the ADT is over 4,000 cars per day. Highway-rail grade crossing locations on ODOT-maintained highways shall be evaluated using this same process and criteria Grade Crossings Identified for Lights and Gates Interim STOP Sign Policy During the interim changeover program described in Section , when a highway-rail grade crossing has been identified by the Ohio Rail Development Commission (ORDC) or the Public Utilities Commission of Ohio (PUCO) as warranting flashers and gates, temporary STOP signs should be installed at the crossing unless the highway agency involved determines that the STOP signs present more of a hazard to the traveling public than YIELD signs. The same factors noted in Subsection should be used in evaluating the location. The ORDC and/or PUCO shall notify the highway agency involved of this interim STOP sign policy at the crossing being upgraded to active warning devices at the diagnostic review. If the highway authority fails to attend the diagnostic review, the ORDC or PUCO shall notify the local authority of the policy in writing following the diagnostic review. Should the highway authority determine that a STOP sign should be installed, they shall instruct the railroad to remove the YIELD sign (if present), and the LHA shall install the STOP signs (and Stop Ahead signs if needed). When the flasher and gates are installed, the STOP and Stop Ahead signs shall be removed. 8-4 October 23, 2002 Revised January 17, 2014

5 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 802 MARKINGS General The general standards for markings at rail grade crossings are addressed in OMUTCD Chapter 8B and Figures 8B-6 through 8B Railroad Pavement Marking Symbol As noted in OMUTCD Figure 8B-6, the highway-rail grade crossing pavement marking symbol consists of the RXR and two 24-inch wide transverse lines. However, for contract plan payment purposes, the railroad symbol marking is described in C&MS Item as including the crossbuck, two R s, two transverse lines and a stop line. The symbol is also illustrated in Traffic SCD TC The highway-rail grade crossing alternative (narrow) pavement markings shown in OMUTCD Figure 8B-7 (detail B) should not be used on ODOT-maintained routes unless a narrow roadway makes the standard symbol impractical. 803 ILLUMINATION When an engineering study determines that better nighttime visibility of the train and the highwayrail grade crossing is needed, illumination at and adjacent to the highway-rail crossing may be installed. Standards and guidelines for highway lighting highway-rail grade crossings are in Part 11 of this Manual. Revised July 18, 2014 October 23,

6 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 804 FLASHING LIGHT SIGNALS, GATES & TRAFFIC CONTROL SIGNALS General Signals and gates used at highway-rail grade crossings are addressed in OMUTCD Chapter 8C. The interconnection and preemption of Highway Traffic Signals with Highway-Rail Grade Crossing Warning Systems are addressed in OMUTCD Chapter 8C.10, but substantial additions and clarifications are contained in the TEM Parts 1, 4, and 8 for use within the State of Ohio. In Part 8 also see Chapters 830 and 840 for additional information about preemption and interconnection with highway-rail grade crossing warning systems Definitions To promote understanding of common terminology between highway and railroad signaling issues, OMUTCD Section 1A.13 provides definitions of a number of related terms, such as preemption, interconnection, simultaneous preemption, advance preemption, advance preemption time, minimum track clearance distance, clear storage distance, right-of-way transfer time, queue clearance time, separation time, maximum preemption time, minimum warning time, and pre-signal. Section also provides other definitions. This TEM Section includes several more definitions, and for clarification, provides additional information about several of the OMUTCD definitions: Minimum Track Clearance Distance (MTCD) is defined in OMUTCD Section 1A.13 as: for standard two-quadrant railroad warning devices, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured from the highway stop line, warning device, or 12 feet perpendicular to the track centerline, to 6 feet beyond the track(s) measured perpendicular to the far rail, along the centerline or edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured either from the highway stop line or entrance warning device, to the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the centerline or edge of the highway, as appropriate, to obtain the longer distance. The MTCD is indicated by the shaded area: 8-6 October 23, 2002 (July 18, 2014)

7 800 RAIL GRADE CROSSINGS Traffic Engineering Manual Clear Storage Distance is defined in OMUTCD Section 1A.13 as: the distance available for vehicle storage measured between 6 feet from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed grade crossings and intersections, the 6-foot distance shall be measured perpendicular to the nearest rail either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the centerline or edge line of the highway, as appropriate, to obtain the shorter distance. The following diagram illustrates this clear storage distance: Design Vehicle is defined in OMUTCD Section 1A.13 as the longest vehicle permitted by statute of the road authority (State or other) on that roadway. ORC Section (C)(6) prescribes the maximum length of combination vehicles as sixty-five feet. Diagnostic Team is defined in 23 U.S.C (d) as: a group of knowledgeable representatives of the parties of interest in a railroad-highway crossing or group of crossings. The diagnostic team includes the highway agency or authority with jurisdiction, the regulatory agency with statutory authority and the railroad. Their charge is to determine the need and selection of traffic control devices at a highway-rail grade crossing in accordance with ORC Sections , , , , , , , and Constant Warning Time System is defined as a type of equipment designed to detect both the motion of a train and the approximate speed of the train in order to predict the arrival of the train at the crossing and to provide a relatively uniform warning time in accordance with a pre-set value. Indicator Panel is defined as an electrical enclosure, mounted on the traffic signal support, strain pole, or similar location, that provides a visual indication of railroad preemption status. Revised January 17, 2014 October 23,

8 800 RAIL GRADE CROSSINGS Traffic Engineering Manual Interface Panel is defined as an electrical device panel located within the traffic signal cabinet that contains all necessary relays, connectors, wires and labels to implement the required interconnection between traffic signal equipment and railroad crossing equipment; this includes devices used to drive the indicator panel. Railroad Dwell Interval is defined as the component of highway traffic signal preemption that follows the Track Clearance Green Interval for the duration of the train movement through the highway-rail grade crossing. Railroad Warning System is defined as the active traffic control devices and train detection circuitry installed at a highway-rail grade crossing for the purpose of warning road users of the approach of a train. Track Clearance Green Interval is defined as one interval of the highway traffic signal preemption sequence when the signal faces which control the movement of motor vehicles through the Clear Storage Distance and the Minimum Track Clearance Distance display CIRCULAR GREEN and GREEN ARROW indications. Train Control Signal is defined as a signal operated by the railroad that is analogous to a roadway traffic signal. It informs a train operator when to proceed, stop, slow down, etc Railroad Preemption of Traffic Signals General Railroad preemption is a special control mode designed to clear motor vehicles from, or prohibit motor vehicles from entering, a portion of the roadway known as the Minimum Track Clearance Distance (MTCD), which crosses over or is in close proximity to railroad tracks or rails. Railroad tracks or rails include those rails operated in semi-exclusive rights-of-way for the use of light rail vehicles or streetcars. The preemption and interconnection of traffic signals with a railroad warning system requires a systems approach in order to ensure the proper functioning of the individual systems as a combined system. No single standard system of traffic control devices is universally applicable for all highway-rail grade crossings. The need for preemption and its corresponding operation is developed through a diagnostic team which conducts an engineering study to determine the appropriate system. See Section for a standardized design guideline to define the requirements of the interconnection between the railroad and traffic signal controller. See Form for a standardized form to transmit preemption functional and time requirements to the railroad company When to Preempt OMUTCD Section 8C.09, states: If a highway-rail grade crossing is equipped with a flashing-light signal system and is located within 200 feet of an intersection or midblock location controlled by a traffic control signal, the traffic control signal should be provided with preemption in accordance with Section 4D.27. Coordination with the flashing-light signal system, queue detection, or other alternatives should be considered for traffic control signals located farther than 200 feet from the highway-rail grade crossing. Factors to be considered should include traffic volumes, vehicle mix, vehicle and train approach speeds, frequency of trains, and queue lengths. 8-8 October 23, 2002 Revised January 17, 2014

9 800 RAIL GRADE CROSSINGS Traffic Engineering Manual The distance between the railroad and the adjacent intersection which establishes the need for preemption is 200 feet. The predominant factor to consider when determining whether or not to preempt is the queue length. Field observation of queue length during critical traffic periods can provide guidance. Queue arrival and dissipation studies or capacity analysis may be beneficial in further refining the observed queue lengths. The vehicle usage over the crossing may also form a basis to determine whether to preempt or not. Vehicles which haul hazardous materials, school buses or public transportation vehicles may further influence the decision to preempt at locations which fall just outside the maximum distance and queuing length observations Highway-Rail Grade Crossing Warning System Interconnection Design Guidelines Purpose The purpose of this design guideline is to define the required interface between a highwayrail grade crossing warning system and a traffic control signal for the purpose of railroad preemption. It defines the standard interface to provide the operation as specified by the Ohio Rail Development Commission (ORDC) for each interconnected highway-rail grade crossing. Interface hardware specifications are given in ODOT Supplemental Specification (SS) 919. Construction requirements are given in ODOT SS Operation The interface shall provide the following functions: 1. Advance Preemption. This circuit will notify the traffic signal controller of an approaching train prior to the operation of the active warning devices. 2. Simultaneous Preemption. This circuit will notify the traffic signal controller of an approaching train at the point the active warning devices begin their operation. This circuit is commonly known as an XR circuit. 3. Island Occupied. This circuit will notify the traffic signal controller of the occupancy of the island circuit by the train. 4. Gate Down. This circuit will notify the traffic signal controller when the gate(s) controlling access to the track(s) is lowered to within 5 degrees of horizontal. 5. Gate Up. This circuit will notify the traffic signal controller when all gates at the crossing are raised. This circuit is commonly known as the GP circuit. 6. Traffic Signal Health. This circuit will notify the railroad warning system whenever the traffic signal has entered conflict flash or the power has failed Traffic Signal Interface The traffic signal controller shall be provided with either a relay based interface, a solid state interface using DC isolator cards, a dedicated railroad preemption interface card, or a serial data interface using the IEEE 1570 protocol. If not specified on the plans, a basic controller unit with a cabinet relay interface shall be provided. The interface shall function as defined in ODOT SS 919. Revised January 17, 2014 October 23,

10 800 RAIL GRADE CROSSINGS Traffic Engineering Manual Traffic Signal Controller Unit The Office of Traffic Operations (OTO) shall maintain a list of approved traffic signal controllers for Railroad Preemption. Refer to TEM Part 4 for additional controller unit requirements Railroad Interface If requested by the railroad or another agency, consideration will be given to the use of the IEEE 1570 serial data interface in lieu of the relay interface described in SS 919. Final determination as to the use of the IEEE 1570 jointly rests with ORDC and ODOT based on the availability of a traffic signal controller unit which supports the IEEE 1570 interface. If a traffic control signal is located on both sides of the crossing and two independent interconnection circuits are required, the railroad shall supply isolated relay contacts for each interconnection circuit. All functions may share common relays with the exception of Gate Down. Additionally, two traffic signal health relays will be required, one for each intersection. If the railroad has determined to provide non-motion sensing circuits such as DC or Style C circuits, then a means should be provided to cancel the operation of the warning devices and corresponding preemption request in the event a train stops within the approach to an interconnected warning system. Either an automatic timing circuit or a cutout and a restart pushbutton switch shall be provided for use by the train crew. Operating rules shall require the crew to operate the cut-out or allow the timing circuit to deactivate the warning devices and preemption operation whenever the train is stopped not occupying the crossing for a period of five minutes or greater. If a cut-out pushbutton switch is provided, its operation shall be canceled by operation of the restart pushbutton switch or the occupancy of the island circuit. A cut-out circuit or automatic timing circuit shall not function if the island is occupied. 805 RUMBLE STRIPS Rumble strips (see TEM Chapter 1415) may be used as an audible and vibratory warning device at highway-rail grade crossings after all other appropriate standard traffic control devices have been considered October 23, 2002 Revised January 17, 2014

11 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 830 PLANNING / PROGRAMMING General This Chapter is intended to provide planners and designers assistance in the planning phase of a project or work assignment. See TEM Chapter 804 for additional information and guidelines on railroad preemption of traffic signals and interconnection with grade crossing warning systems Grade Separation Program The Railroad Grade Separation Program was developed to mitigate the impacts of increased rail traffic in Ohio. It is governed by a subcommittee of the Transportation Review Advisory Council (TRAC). The subcommittee appointed a technical advisory group (TAG) comprised of representatives from ODOT, ORDC, PUCO, the Ohio Emergency Management Agency (OEMA), FHWA, and the CSX and Norfolk Southern Railroads. This committee prepares the initial feasibility study. This in turn is ranked by the subcommittee of the TRAC for final acceptance. Details of the process are found in the Railroad Grade Separation Program Policies and Procedures Manual (Section 895-1) New or Upgrade Highway Traffic Signal Projects When a new or upgrade project for a highway traffic signal is planned and it has been determined that preemption is required, it is of the utmost importance to involve the railroad as quickly as possible. In virtually every case, the implementation of preemption will require additional warning time above the minimum time of twenty seconds required by OMUTCD Section 8C.08 from the railroad. The project planner or designer should coordinate with the ORDC and/or PUCO to establish a diagnostic team inspection at the proposed location (see Section 804-2). Once the diagnostic inspection has been held and the preemption operation and timing requirements have been established, the railroad will be able to provide an estimate of cost for the work required (see Section and 804-4). The following items should be considered in the project planning process: 1. The time required for the estimate process may take several months. In many cases, once the diagnostic team inspection has been completed, the railroad will be required to determine the impact not only at the proposed project location, but also at adjacent crossings. In many cases, the diagnostic team will be required to view the railroad requirements on a corridor basis. This may be necessitated based on the number of crossings impacted and the type of train detection circuits already in place. 2. The railroad shall determine the types of circuitry which will operate properly based on the condition of the track. In certain cases, track conditions or crossing surfaces may create limitations which will prohibit the use of certain train detection systems. This may necessitate the need to provide special design considerations to address proper operation of the train detection system. 3. The cost required to provide the required warning time may greatly exceed the cost of the traffic signal or roadway project. 4. When facing significant costs to provide the required warning time, changes at the intersection may play a significant role in reducing project costs. 5. Railroad signal material procurement and construction time may be lengthy. Generally, these projects must be completed within nine months, but in certain cases, site specific needs create delays outside the control of the railroad which may further add to the time required to complete the project. Revised January 17, 2014 October 23,

12 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 6. Remember that crossing consolidation and closure may be an alternative. 7. Any new traffic signal or upgrade to an existing traffic signal that is or will be interconnected shall require the installation of a backup power system to maintain operation of the traffic signal during periods of commercial power outage. The backup power supply should have sufficient capacity to assure continued operation of the traffic signal for a minimum period of 2.5 hours New or Upgrade Railroad Warning System Projects When a new or upgrade project for a railroad warning system is planned, the ORDC or PUCO, upon notification of the project, will contact the appropriate roadway authority to schedule a diagnostic team inspection (see Section 804-2). If a new or upgrade project for a railroad warning system is proposed by another government agency or a private developer, the agency or developer must establish contact with the ORDC and PUCO to initiate the diagnostic team inspection. If, during the course of the diagnostic team inspection it is determined that a highway traffic signal may require preemption, a plan will be developed to establish the need for preemption and identify any traffic signal upgrades which may be necessary. Some of the items which will be considered will include the following: 1. What are the capabilities of the existing traffic signal equipment and is it capable of providing preemption operation in accordance with the requirements of the TEM? 2. Is the current phasing and signal operating plan capable of displaying the track clearance green interval? 3. Are the vehicular signal faces capable of displaying the appropriate indications during the preemption sequence? 4. What provisions exist for pedestrians within the intersection? 5. Are turn prohibitions required during preemption? 6. Does the proposed operation create a yellow trap condition during the transition into preemption? 7. Are geometric changes to the intersection necessary or desirable? 8. Should certain pedestrian movements be prohibited? 9. Can U-Turn movements add additional delay to the effective beginning of the track clearance green interval? See Section and for additional information about railroad preemption of traffic signals and highway-rail grade crossing warning system interconnection design guidelines, respectively October 23, 2002 Revised January 17, 2014

13 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 840 DESIGN INFORMATION General Design information regarding highway-rail grade crossings is found in the L&D Manual Volume 1, Section 700, and in AASHTO s A Policy on Geometric Design of Highways and Streets, Chapter 9. For projects involving railroads, it is important to get early coordination with the railroad companies and ORDC. Additional information about the coordination needed when planning new or upgrade highway signal projects and railroad system warning projects is provided in TEM Chapter 830. See Chapter 804 for additional information, including definitions, and guidelines on railroad preemption of traffic signals and interconnection with grade crossing warning systems Design of Locations with Railroad Preemption General When planning the design of a highway traffic signal which is to be interconnected with and preempted by a railroad warning system, the following items must be addressed and resolved prior to completion of the design. See Chapters 804 and 830 for more information. Also, definitions of some of the terms used here are provided in Section Railroad Warning Devices The following information is required from the railroad in order to proceed with a railroad warning device project. Ideally, the request for this information should be submitted to the railroad prior to the diagnostic team meeting. Having this information available at the time of the diagnostic team inspection will expedite the data collection process and aid in the process of determining the proper train detection circuitry (see Chapters 804 and 830). 1. The railroad company responsible for the design and maintenance of the railroad warning system. ORDC can provide this information upon request. 2. The Maximum Authorized Speed (MAS) of trains using the line. 3. Do passenger trains use the line or are there plans to add passenger service to the line? 4. If passenger trains use the line, is there a station stop in place or planned for 3 miles either side of the crossing? 5. Is the line equipped with train control signals? 6. If the answer to the above question is yes, explain how the signal controls are handled? a. Overhead line circuits b. Underground cable c. Coded track d. Data radio 7. Does the line support the installation of constant warning time circuitry? 8. Are there any overlapping grade crossings located within 2 miles either side of the proposed location? 9. If the answer to the above questions is yes, provide the following information: a. The name and DOT number of each overlapping crossing. Revised January 17, 2014 October 23,

14 800 RAIL GRADE CROSSINGS Traffic Engineering Manual b. The type of train detection circuitry installed at each overlapping crossing. c. The frequencies of all equipment installed at any overlapping crossing. d. The Minimum Warning Time provided for each overlapping crossing. 10. Are there any wayside signals located within 2 miles either side of the proposed location? 11. Are there any control points or interlockings located within 2 miles either side of the proposed location? 12. If the answer to the above question is yes, identify the following: a. The configuration and signal layout at the interlocking. b. If the interlocking is a railroad crossing at grade, how is the interlocking controlled? c. What is the maximum speed through any diverging routes? d. Are there any pending changes to the control point or interlocking which would impact this project? 13. Are there any switching moves or unusual operating issues conducted within 2 miles either side of the proposed location? 14. What is the Gate Delay time? The gate delay time is the number of seconds the flashing lights operate prior to the descent of the gate. 15. What is the Gate Descent time? The gate descent time is the period of time in seconds required for all gates controlling the movement of motor vehicles into the MTCD moving toward the signalized intersection to be fully lowered Highway Traffic Signal The public agency responsible for the design and maintenance of the highway traffic signal must be consulted in order to address and resolve numerous issues regarding the design and operation of the highway traffic signal and the intersection geometrics. The following items should be addressed with the public agency as a part of the preemption planning process. Having this information available prior to the diagnostic team inspection will expedite the process (see Chapters 804 and 830). 1. The proposed phasing for the traffic signal may require modification in order to provide proper operation during the preemption sequence. The following items must be addressed regarding the traffic signal phasing: a. Are the movements over the track capable of being operated independently of other movements? If the signal is proposed to operate with concurrent movements crossing the track, separate phases must be provided even though the movements normally occur simultaneously. b. Are pedestrian movements planned? If so, have pedestrian pushbuttons or other pedestrian detectors been provided for every pedestrian movement? 2. The proposed signal displays for the traffic signal may require special considerations. The following items must be addressed regarding the traffic signal displays: a. During the track clearance green interval, a GREEN ARROW shall be displayed to motor vehicles exiting the MTCD. This indication is required even if it is not displayed during the normal or non-preempted sequence. b. In many cases, the entrance into the track clearance green interval will create a yellow trap condition. Refer to Section for additional information regarding yellow trap October 23, 2002 (January 17, 2014)

15 800 RAIL GRADE CROSSINGS Traffic Engineering Manual c. Have provisions been made to address turning movements toward the tracks during preemption? OMUTCD Section 8B.08 states: At a signalized intersection that is located within 200 feet of a highway-rail grade crossing, measured from the edge of the track to the edge of the roadway, where the intersection traffic control signals are preempted by the approach of a train, all existing turning movements toward the highway-rail grade crossing should be prohibited during the signal preemption sequences. Engineering judgment is required to determine the appropriate measures to be used to address turning movements toward the tracks. As a general rule, the shorter the CSD, the greater the need to prohibit turning moves toward the tracks during preemption. The intent is to keep the intersection clear of motor vehicles during the preemption sequence. Turning movements may be prohibited during preemption through the use of illuminated LED blank-out signs, additional railroad warning devices, protected only signal displays, or a combination of any of these devices. Any blank-out sign used to establish a turn restriction during railroad preemption should contain the illuminated word TRAIN in 4- inch white letters below the symbol. d. The use of countdown pedestrian signals shall be evaluated to determine their operation during the transition into preemption. If the right-of-way transfer time (RWTT) provided does not provide for the full Pedestrian Change interval, then strong consideration should be given to using conventional non-countdown displays or other means to provide notification to pedestrians regarding the approach of the train. 3. Use of Pre-Signals - The design of Pre-Signals is specified in Section It should be noted that pre-signal use may decrease the capacity of the signalized intersection. As a result, careful consideration should be given to the use of pre-signals and the overall impact on the intersection. Improper use of pre-signals may result in driver disregard and a decrease in credibility. The use of pre-signals at a highway-rail grade crossing shall be considered if one or more of the following conditions is satisfied. a. Where the CSD is less than 80 feet and there is little opportunity for a design vehicle to make a right turn on red due to geometric limitations or infrequent gaps in conflicting traffic. b. Where frequent numbers of vehicles using the crossing are carrying hazardous materials. c. On a multi-lane approach where overhead obstructions or other physical constraints limit the number of railroad flashing lights to less than one pair per lane. 4. Use of Queue Cutter Signals - The use of queue cutter signals (see Section 840-4) should be considered as an alternative to interconnection and preemption where the CSD exceeds 450 feet. A queue cutter signal is installed and located in a manner similar to a pre-signal, but it is not connected to or operated as a part of the signalized intersections. A queue cutter signal requires its own controller and vehicle detection system. The length of the queue determines when the queue cutter signal changes. Its normal state is green. Only when a train approaches or a queue forms approaching the MTCD does the indication change to red. Queue cutter signals and their associated control systems require careful planning and design to assure that appropriate fail safe principles are used. A fail-safe vehicle detector (Reno A&E U-1400 or equivalent) must be used to provide a self-check function to verify proper queue detector operation. This is due to the fact that the queue cutter is the only device which will keep the queue clear of the tracks when a train approaches. A queue cutter signal is interconnected with the railroad Revised January 17, 2014 October 23,

16 800 RAIL GRADE CROSSINGS Traffic Engineering Manual warning system for advance preemption. Queue cutter signals may also be effective in other applications where a downstream restriction creates a queue to form toward the MTCD. 5. The operation and timing of the traffic signal require consideration in order to avoid conflicts with the preemption operation. The following items should be considered: a. If the traffic signal is proposed to operate in a coordinated system, preempted locations should be designed so as not to utilize pedestrian recall on any phases. In addition, the use of rest in walk should never be implemented. b. The traffic signal timing information is necessary in order to calculate the preemption time requirements. This information must be available prior to the diagnostic team inspection. c. In order to properly implement railroad preemption, special functionality is required in the controller unit and the operating software. Refer to Section for additional information regarding the controller unit railroad preemption functionality Intersection Geometrics and Configuration Certain intersection geometrics can have a significant impact on the design and installation of railroad warning devices as well as some of the time required for preemption. The following items should be considered as a part of the geometrics and configuration of the intersection: 1. The length of crosswalks is a key component in determining the right-of-way transfer time (RWTT). Because the pedestrian change interval is a function of crosswalk length, it can be costly to provide the required period of time. Consideration should be given to the potential use of pedestrian refuge islands or right turn channelization where crosswalks exceed 60 feet in length. 2. The crosswalk parallel and closest to the railroad track is the most critical in the transition to track clearance green. Strong consideration should be given to the elimination of this crosswalk in order to reduce the RWTT. 3. Another factor in determining RWTT is the amount of minimum green time provided during the transition into track clearance green. The appropriate design and placement of vehicle detection should be provided in order to minimize the need for extended minimum green intervals. 4. The length of the gates used at highway-rail grade crossings is limited to 32 feet. Where multiple lanes are proposed at a highway-rail grade crossing, consideration should be made to providing center islands in order to permit the installation of a median gate. This will reduce the overall length of a single gate arm. 5. The right turn radius can also have a significant impact on gate arm length. Where a large radius is required, consideration should be given to the installation of a separate channelized right-turn lane with a separate gate in order to reduce gate arm length Design of Pre-Signals Pre-signals can be used to stop motor vehicles approaching the intersection before such vehicles reach the railroad crossing. Pre-signals are typically considered only when one or more of the conditions listed in Section , item 3, is satisfied. Use of pre-signals for longer clear storage distances must carefully consider the violation of driver expectancy for stopping traffic well in advance of the normal stopping point for the intersection as well as the inherent 8-16 October 23, 2002 (January 17, 2014)

17 800 RAIL GRADE CROSSINGS Traffic Engineering Manual inefficiency of pre-signal operation. The placement of pre-signals does not replace the need for a proper track clearance green interval. 1. The stop line location must be 40 feet in advance of the pre-signals to comply with OMUTCD Section 4D.15. Pre-signals can be located upstream or downstream from the railroad crossing. Locating the pre-signals downstream from the crossing (between the crossing and the intersection) should be considered so that the stopping point for the pre-signals is the same as the stopping point for the railroad warning device(s). As a general rule, driver compliance with a downstream pre-signal is greater than driver compliance with an upstream pre-signal. Note that at locations where the angle of the tracks is skewed or more than two tracks exist, the placement of a downstream pre-signal may create a condition where drivers stop on the tracks for the pre-signal. This generally occurs where the stop line to pre-signal face distance is greater than 70 feet. In this case, either an upstream pre-signal should be provided or the presignal should be eliminated. 2. The pre-signals and support structures shall be located to maintain visibility of the railroad flashing lights. In some cases, downstream pre-signals may require the use of horizontally aligned signal heads. 3. As required by OMUTCD Section 8C.09, a STOP HERE ON RED (R10-6) sign shall be installed near the pre-signal or stop line. 4. Whenever a pre-signal is utilized, one or more NO TURN ON RED (R10-11) sign(s) is/are required. A pre-signal identifies a separate stopping point on the roadway in advance of the signalized intersection requiring the prohibition of right turn on red. 5. The pre-signal intervals should be progressively timed with the downstream signal intervals to provide adequate time to clear vehicles from the track area and the downstream intersection with each cycle of the normal traffic signal operation. Vehicles that are required to make a mandatory stop at the crossing, such as school buses and vehicles hauling hazardous materials, should be considered when determining the progressive timing to ensure they will not be stopped within the minimum track clearance distance. Vehicle detection for the through phase(s) should be placed on the roadway in advance of the pre-signal. Consideration should be given to installation of vehicle detection within the clear storage distance to extend the presignal green clearance interval to prevent vehicles from being trapped within the minimum track clearance distance. 6. Left-turn phasing considerations shall be carefully evaluated when using pre-signals. In many cases the pre-signals will need to include signal faces for the through phase as well as the leftturn phase if leading left-turn phasing is used. The use of a lagging left-turn phase to provide the progressive clearance interval may require that the left turn opposing the track clearance be a protected only left-turn phase in order to prevent a yellow trap condition. As an alternative, the opposing movements may be split. 7. The downstream traffic signal faces at the roadway intersection that controls the same approach as the pre-signal shall be programmable-visibility heads or louvered as appropriate to prevent vehicles stopped at the railroad crossing stop line from seeing the distant green signal indication during the track clearance interval. The downstream signal heads shall be mounted on rigid supports or tethered to maintain the effectiveness of the programmed visibility or louvers Design of Queue Cutter Signals A queue cutter signal is a traffic signal installed at a highway-rail grade crossing in a manner similar to a pre-signal. A queue cutter signal differs from a pre-signal in that it is not connected to or operated as a part of a downstream signalized intersection. The queue cutter signal is a form of coordination between the railroad warning system and a downstream signalized intersection which operates independently of the intersection. The use of a queue cutter signal is beneficial (January 16, 2015) October 23,

18 800 RAIL GRADE CROSSINGS Traffic Engineering Manual whenever the normal advance preemption time is so lengthy that it is not practical to obtain. Generally, a queue cutter signal is installed where the CSD exceeds 450 feet. It is interconnected with the railroad warning system with a 3 to 5 second advance preemption time. A queue cutter signal consists of the following elements: 1. A safety critical vehicle detection system using self-check capabilities shall be used to activate the queue cutter control system. This system is necessary due to the fact that the queue cutter signal is the only device keeping the MTCD clear of vehicles and the system must be known to be operating at all times. 2. The vehicle detection system shall detect the buildup of a queue of vehicles before the queue reaches the MTCD. This requires placement of the detectors sufficiently far enough downstream from the crossing to detect the lack of a gap, provide for a yellow change interval and permit a design vehicle which has lawfully crossed the stop line (entered at end of yellow) to have adequate room to cross over and clear the MTCD. 3. A queue cutter signal control system shall have battery backup which is capable of operating for a period of time equal to or greater that the associated railroad warning system. 4. Any fault of the queue cutter system shall result in a flashing red display. 5. The stop line location must be 40 feet in advance of the queue cutter signals to comply with OMUTCD Section 4D.14. Queue cutter signals can be located upstream or downstream from the railroad crossing. Locating the queue cutter signals downstream from the crossing (between the crossing and the intersection) should be considered so that the stopping point for the queue cutter signals is the same as the stopping point for the railroad warning device(s). As a general rule, driver compliance with a downstream queue cutter signal is greater than driver compliance with an upstream queue cutter signal. Note that at locations where the angle of the tracks is skewed or more than two tracks exist, the placement of a downstream queue cutter signal may create a condition where drivers stop on the tracks for the queue cutter signal. This generally occurs where the stop line to queue cutter signal face distance is greater than 70 feet. In this case, an upstream queue cutter signal should be used. 6. The queue cutter signals and support structures shall be located to maintain visibility of the railroad flashing lights. In some cases, downstream queue cutter signals may require the use of horizontally aligned signal heads. 7. A STOP HERE ON RED (R10-6) sign shall be installed near the queue cutter signal or stop line. 843 SPECIFICATIONS ODOT specifications discussed in this Part of the TEM for furnishing and installing a railroad preemption interface are addressed in Supplemental Specifications 819 and October 23, 2002 Revised January 16, 2015

19 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 895 REFERENCE RESOURCES Railroad Grade Separation Program Policies and Procedures Manual The Railroad Grade Separation Program Policies and Procedures Manual provides information on the program history, an overview of the annual process to select projects, the initial feasibility study process, project development activities, and financial and project management Railroad-Highway Grade Crossing Handbook The Railroad-Highway Grade Crossing Handbook, published by FHWA, presents guidelines for prioritizing improvements to railroad-highway grade crossings and information on the various types of improvements that can be made to the crossing. The handbook also provides guidelines to determine which crossing improvement is the most cost effective for the site AREMA Communication & Signal Manual The AREMA Communication and Signal Manual of Recommended Practice is a valuable resource to gain additional understanding and insight into the design and operation of railroad warning systems. This publication is available on-line through AREMA (American Railway Engineering and Maintenance-of-Way Association) at Revised January 17, 2014 October 23,

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21 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 896 Forms Index Highway-Rail Grade Crossing and Timing Form is issued by the Ohio Rail Development Commission (ORDC) to establish railroad configuration and timing requirements for the railroad (see TEM Section 804-3). Form Highway-Rail Grade Crossing Warning System Railroad Configuration and Timing Requirements OHIO DEPARTMENT OF TRANSPORTATION OHIO RAIL DEVELOPMENT COMMISSION HIGHWAY-RAIL GRADE CROSSING WARNING SYSTEM INTERCONNECTION RAILROAD CONFIGURATION AND TIMING REQUIREMENTS Railroad: DOT: Crossing Name: Date: Issued By: This crossing warning system is proposed to be interconnected with an adjacent highway traffic control signal. In some cases, the warning system may be interconnected with two highway traffic control signals, usually one on each side of the grade crossing. The #2 interconnect circuits are only required if indicated below. The purpose of this document is to advise the railroad of the number of interconnection circuits required and the type and timing requirements of each circuit. The railroad should refer to the Chapter 804 of the ODOT Traffic Engineering Manual (TEM), Subsection for details concerning the requirements of the interface to be provided by the railroad. TYPE OF INTERCONNECTION INTERCONNECT #1 INTERCONNECT #2 ADVANCE * SIMULTANEOUS NOT REQUIRED * Advance Preemption Time Per AREMA Revised January 17, 2014 October 23,

22 800 RAIL GRADE CROSSINGS Traffic Engineering Manual 898 Figures Index Example of an Interconnection Warning Label Figure displays an example of the warning label used on the inside of the signal controller cabinet and the railroad bungalow to indicate the interconnection between the two systems. Figure Example of an Interconnection Warning Label WARNING! Highway-Rail Grade Crossing Warning System and Highway Traffic Signals are Interconnected. BEFORE MODIFICATION is made to any operation which connects to or controls the timing of an active railroad warning system and/or timing and phasing of a traffic signal the appropriate party(ies) shall be notified and, if necessary, a joint inspection conducted. U.S. DOT/AAR Crossing Number: 1. Highway Agency: Phone Number: 2. Railroad: Phone Number: 3. Other: Phone Number: (An alternate might also use florescent orange or yellow background with black letters.) 8-22 October 23, 2002 Revised January 17, 2014

23 900 BICYCLE FACILITIES Traffic Engineering Manual TABLE OF CONTENTS Part 9 - BICYCLE FACILITIES 900 GENERAL General Background Designated Bicycle Routes SIGNINGS MARKINGS General Bike Box PLANNING / PROGRAMMING Planning Funding DESIGN INFORMATION General Solar-Powered Crossing Sign Assembly PLAN NOTES General Crossing Sign Assembly with Warning Beacon, Solar Powered CONSTRUCTION MAINTENANCE / OPERATIONS REFERENCE RESOURCES General ODOT Design Guidance for Bicycle Facilities Policy on Accommodating Bicycle and Pedestrian Travel on ODOT Owned or Maintained Facilities (July 18, 2014) October 23,

24 900 BICYCLE FACILITIES Traffic Engineering Manual Intentionally blank. 9-2 October 23, 2002 (July 18, 2014)

25 900 BICYCLE FACILITIES Traffic Engineering Manual 900 GENERAL Part 9 - BICYCLE FACILITIES General Background OMUTCD Part 9 and TEM Part 9 address concerns about traffic controls for bicycle facilities. However, as with other areas of traffic control, questions periodically arise that are not addressed by the basic standards and guidelines established in these publications. When this occurs, the Office of Roadway Engineering (ORE) or the Office of Statewide Planning & Research, Division of Planning should be contacted. The two offices will then coordinate a response. OMUTCD Section 1A.13 includes definitions for such bicycle-related terms as Bicycle (ORC Section G), Bicycle Lane, Bikeway, Designated Bicycle Route, Shared-Use Path and Shared Roadway. For additional information on each type of facility, see the current AASHTO Guide for the Development of Bicycle Facilities. Please note that the OMUTCD definitions related to bicycles are based on definitions in the national 2009 MUTCD. Both of these manuals, and the Ohio Revised Code, define the term roadway as excluding the shoulders. The AASHTO definitions include the shoulder in the definition of roadway. This can easily result in confusion in the use of terms related to the types of bicycle facilities. ODOT owns bicycle lanes only if they are added to rural sections of a state highway; however, other agencies (Local Public Agencies (LPAs), such as, ODNR, County Engineers, Metro Parks, Cities) can initiate and sponsor these or any other type of bicycle project. Bicycle lanes in urban areas, bicycle paths, and bicycle routes are sponsored by other agencies. Funding sources include a variety of federal, State, local and private sources. The planning, construction and maintenance operation of completed facilities are the responsibility of the sponsor regardless of the funding source Designated Bicycle Routes Designated Bicycle Routes involve designation of a system of bikeways as a bicycle route and the posting of bicycle directional and informational signs with or without specific route numbers. More information about Ohio bicycle facilities is available from the Division of Planning s website at Revised July 19, 2013 October 23,

26 900 BICYCLE FACILITIES Traffic Engineering Manual 901 SIGNING General standards and guidelines for signing are provided in OMUTCD Part 2 and TEM Part 2. Signing specifically related to bicycle facilities is addressed in OMUTCD Chapter 9B. 902 MARKINGS General General standards and guidelines for markings are provided in OMUTCD Part 3 and TEM Part 3. Markings specifically related to bicycle facilities are addressed in OMUTCD Chapter 9C. Plan Insert Sheet (PIS) , Bikeway Pavement Marking Details also provides details about these markings Bike Box A Bike Box is a device currently being experimented with in several cities, including Columbus and Canton. The intent of this device is to place bicyclists directly in front of vehicles stopped at an intersection to assure that motorists see them. As traffic proceeds through the intersection, the bicyclists then move back to the right side, preferably in a bike lane. This is not an approved traffic control device, and any agency wishing to use it will have to follow the procedure established in OMUTCD Section 1A.10 to submit to FHWA a request to experiment. 9-4 October 23, 2002 Revised July 19, 2013

27 900 BICYCLE FACILITIES Traffic Engineering Manual 930 PLANNING / PROGRAMMING Planning ODOT is required by federal law to develop a statewide transportation improvement plan (STIP) that facilitates the safe and efficient management, operation, and development of surface transportation systems that will serve the mobility needs of people and freight and includes accessible pedestrian walkways and bicycle transportation facilities. The STIP is developed in cooperation with State metropolitan planning organizations (MPOs) and in consultation with nonmetropolitan local officials, Indian Tribal governments, the Secretary of the Interior, State, Tribal, and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic preservation. Collaboration and consultation with these stakeholders will ensure prioritization of projects is consistent with the goals and objectives identified by the State, MPOs and locals. It is the responsibility of each project sponsor to review existing State plans, as well as area bikeway and thoroughfare plans, to ensure an appropriate level of accommodation is constructed on the specific project they are programming, developing and/or managing. Each project sponsor is encouraged to contact their ODOT District and MPO. Early identification and engagement with stakeholders during the public involvement process is strongly encouraged. The Project Development Process requires project sponsors to evaluate the need for bicycle and pedestrian accommodation during several stages of the project development for their project. This includes assessment of need during completion of the Project Initiation Package and the Categorical Exclusion documents, and consideration of multi-modal options during the scoping process, the Feasibility Study and the Alternative Evaluation Report. Also see the Division of Planning s website for additional information about Bike & Pedestrian Programs Funding There are many simple and cost-effective ways to integrate non-motorized users into the design and operation of our transportation system, by including bicycle and pedestrian accommodation as an incidental part of larger ongoing projects. Examples include: Providing paved shoulders on new and reconstructed roads. Restriping roads (either as a stand-alone project, or after a resurfacing or reconstruction project) to create a wider outside lane or striped bike lanes. Building sidewalks and trails, installing traffic calming, and marking crosswalks or on-street bike lanes as a part of new highways or roadways. Requiring new transit vehicles to have bicycle racks and/or hooks installed, and providing pedestrian and bike facility connections within a reasonable radius of bus stops. Federal surface transportation law provides tremendous flexibility to States and MPOs to fund bicycle and pedestrian improvements from a wide variety of programs. Virtually all the major transportation funding programs can be used for bicycle and pedestrian-related projects. When considering ways to improve conditions for bicycling and walking, metropolitan planning organizations (MPOs) and local governments should review and use the most appropriate funding source for a particular project and not rely primarily on Transportation Enhancement activities. Many bicycle and pedestrian projects can be eligible and meet the goals of other programs, such as the Congestion Mitigation and Air Quality Improvement Program, the Surface Transportation Program, the Safe Routes to School Program, the Clean Ohio Funds Program, the State and Local Capital Improvements Program, the Recreational Trails Program, Community Development Block Grants, and the Federal Transit, Capital, Urban & Rural Program. Most funding programs require a local dollar match and the amount will differ depending on the Revised July 19, 2013 October 23,

28 900 BICYCLE FACILITIES Traffic Engineering Manual program. It is usually encouraged to provide above the minimum required amount and pair other funding sources in order for a local government to be competitive. Funding programs are administered by several agencies including the Ohio Department of Transportation, Ohio Department of Natural Resources, Ohio Public Works Commission, Ohio Department of Development, regional MPOs, regional transit authorities, and Housing and Urban Development entitlement Cities & Counties. All projects receiving Federal funding for projects owned or maintained by the Ohio Department of Transportation must adhere to the ODOT Policy on Accommodating Bicycle and Pedestrian Travel on ODOT Owned or Maintained Facilities (Policy (P)), which is available on-line at October 23, 2002 Revised July 19, 2013

29 900 BICYCLE FACILITIES Traffic Engineering Manual 940 DESIGN INFORMATION General Refer to the current AASHTO Guide for Development of Bicycle Facilities, and ODOT PIS , Bikeway Pavement Marking Details for additional design information District personnel perform all preliminary reviews of plans during the final stages of preparation. The addition of a paved shoulder to a narrow roadway can permit bicycles and other vehicles to share the roadway without compromising the level of service and safety for either vehicle. Rumble strips, speed bumps/humps and raised pavement markers can interfere with a bicycle s operation. This should be a consideration on projects that involve bicycle facilities. This is addressed in further detail in the current AASHTO Guide for Development of Bicycle Facilities Solar-Powered Crossing Sign Assembly Plan Note (Section 942-2) should be used when a solar-powered Crossing Sign Assembly is included in the plan. On ODOT-maintained highways, these Crossing Sign assemblies shall not be actuated, but will operate continuously. Night dimming of the beacon is permitted. 942 PLAN NOTES General Typical Plan Notes are 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 item 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. In keeping with 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 Crossing Sign Assembly with Warning Beacon, Solar Powered This item of work shall consist of furnishing and installing a crossing sign assembly, with supplemental warning beacon, powered by batteries and recharged by solar panels. The sign assembly and flasher shall meet the requirements set forth in the OMUTCD. The sign size shall be x and sign code. The flasher control and battery shall be housed in one or more stainless steel or aluminum enclosures with a NEMA rating of at least 3R. Enclosure exterior surfaces shall be bare or powder coat aluminum or stainless steel. The enclosure interior surfaces shall be the same as the exterior. If contained in a single enclosure, the control electronics and battery shall be separated in a manner to prevent damage to the control electronics if the battery envelope is compromised. Revised July 18, 2014 October 23,

30 900 BICYCLE FACILITIES Traffic Engineering Manual LED signal beacons meeting the current ITE Vehicle Traffic Control Signal Heads (VTCSH) standard shall be used unless otherwise specified. The manufacturer of the signal beacon shall be listed on the Department s Qualified Products List for LED signal lamps. A minimum 8-inch beacon shall be used. The solar panel or solar panel controller manufacturer shall provide signed copies of calculations used to size the solar panel and batteries. Included in these calculations shall be the insolation value used and its source, the solar panel efficiency, charger/controller efficiency, inverter efficiency, proposed LED lamp load, and a figure representing anticipated miscellaneous losses. The solar panel manufacturer shall test the panels according to IEC61215 or equivalent approved standard. Solar panel mounting must be rated for 90 mph design wind. Run requirements for assemblies are 24 hours per day for two weeks under continuous worst-case (minimum) insolation figures (usually December) for the proposed geographic location, using a panel elevation angle appropriate to the site latitude, at a sustained temperature of 25 degrees Fahrenheit (-4 degrees Celsius). If voltages over 50V AC or DC are present, grounding and bonding requirements specified in the ODOT TEM shall be followed. The solar panels shall be placed such that each receives full available sunlight at all times, and shall not be obstructed by trees, signs or other objects. Payment for 631 Crossing Sign Assembly with Warning Beacon, Solar Powered shall be made at the contract unit price bid per each. Payment shall be full compensation for all labor, materials, tools, equipment, testing, certifications and other incidentals necessary to furnish the solar powered school zone flasher complete in place, including all connections made, wiring complete, tested and accepted. Designer Note: This note should be included when the maintaining agency requests a solarpowered Bicycle or Pedestrian Crossing sign assembly. Use of assemblies with bicycle detectors, including pushbuttons, shall not be permitted on ODOT-maintained installations. 9-8 October 23, 2002 Revised July 18, 2014

31 900 BICYCLE FACILITIES Traffic Engineering Manual 950 CONSTRUCTION A paved shoulder bicycle lane can be constructed independently of work on the roadway, or it can be included with the roadway work. Therefore, different construction techniques and work zone layouts may be required. A shared-use path is a bikeway outside the traveled way and physically separated from motorized vehicular traffic. They are narrower than highways; therefore, contractors can utilize older equipment bought when road lane standards were narrower. 960 MAINTENANCE / OPERATIONS Neglecting routine maintenance on a bicycle facility will eventually render it unridable, and such deteriorating facilities will become a liability. The jurisdictions responsible for operating, maintaining and policing bicycle facilities should be established prior to construction. 995 REFERENCE RESOURCES General Various reference resources that may be useful have been noted in Sections 193 and 194. A map and list of bikeways in Ohio, as well as other bicycle related material, is available online from the Division of Planning at ODOT Design Guidance for Bicycle Facilities As noted in Section 193-5, the AASHTO Guide for the Development of Bicycle Facilities is published by AASHTO and provides information on the development of facilities to enhance and encourage safe bicycle travel. This guide provides information to help accommodate bicycle traffic in most riding environments. It is not intended to set forth strict standards, but, rather, to present sound guidelines that will be valuable in attaining good design sensitive to the needs of both bicyclists and other highway users. The Location & Design Manual is being updated to incorporate bicycle design information Policy on Accommodating Bicycle and Pedestrian Travel on ODOT Owned or Maintained Facilities The Policy on Accommodating Bicycle and Pedestrian Travel on ODOT Owned or Maintained Facilities (20-004(P)) applies to all transportation projects on facilities owned or maintained by ODOT ( Revised July 19, 2013 October 23,

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33 1000 Traffic Engineering Manual TABLE OF CONTENTS Part 10 - Reserved for Future Use (January 20, 2012) October 23,

34 1000 Traffic Engineering Manual Intentionally blank October 23, 2002 (January 20, 2012)

35 1100 HIGHWAY LIGHTING Traffic Engineering Manual TABLE OF CONTENTS Part 11 - HIGHWAY LIGHTING 1100 GENERAL Introduction Construction Projects Force Account (ODOT Operations) Work DISTRICT SYSTEM LIGHTING PLAN (DSLP) JURISDICTIONAL BOUNDARIES WARRANTS and GUIDELINES General Warrants for Highway Lighting Accident History Land Use Background Lighting Special Locations General Intersections Pedestrian Walkways Weigh Stations Park and Ride Facilities Bicycle Facilities School Zones / Crossings Sign Lighting Underpasses Long, High Bridges Rest Areas Miscellaneous Lighting CONSISTENCY OF TREATMENT General System Consistency Fixture Consistency LEVELS OF LIGHTING General Continuous Freeway Lighting (CFL) Complete Interchange Lighting (CIL) Intermediate Interchange Lighting (IIL) Partial Interchange Lighting (PIL) LIGHTING CRITERIA General ODOT Lighting Criteria General Intensity Uniformity Local Criteria (July 17, 2015) October 23,

36 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1107 GUIDELINES FOR REDUCTION/REMOVAL OF EXISTING LIGHTING General DSLP Evaluation Change in Land Use User Objections General Existing Complete Interchange Lighting Existing Partial Interchange Lighting MATERIALS AND HARDWARE General Patented or Proprietary Materials, Specifications or Processes Purchasing Materials for Installation and Use by Local Agencies Aesthetics Local Preferences Operating Voltage Ballasts Solid-State (LED) Luminaires PLANNING / PROGRAMMING General Programming of Projects Funding Considerations General New Installation Upgrade/Retro-fit Maintenance State Participation FAA Requirements Light Fixtures Maintenance Concerns Scope Preparation for Specific Projects DESIGN INFORMATION General General Theory Lighting Theory General Illuminance General Point-by-Point Analysis Luminance General Small Target Visibility (STV) Headlamps Middle Third Illumination Criteria General Average Illumination Uniformity Critical Location Luminaires and Sources General Luminaire Placement General High-Mast Lighting Solid-State (LED) Luminaires October 23, 2003 (July 17, 2015)

37 1100 HIGHWAY LIGHTING Traffic Engineering Manual Conventional General Mounting Height and Wattage Spacing Pole Location Lateral Placement Bracket Arm Length High Mast Low Mast Decorative Partial Lighting Interchange - General Information Diamond Interchanges Partial Cloverleaf and Cloverleaf Interchanges Intersection Combination Supports Full Lighting Interchange Street Specific Cases Exit and Entrance Gores Intersections Bridges Over Highways Pedestrian Bridges Overhead Signs Street Trees Underpasses Tunnels Median Mounted Placement Adjustments Circuit Design General Voltage General Voltage Drop Control Center General Load Location Cable General Cable Size Cable Type Cable Applications Conduit Conduit Type Conduit Size Conduit Fill Splice Types Connections Unfused Permanent Connections Non-Permanent Pull Box General Pull Box Types Placement Junction Box Trenching General (July 17, 2015) October 23,

38 1100 HIGHWAY LIGHTING Traffic Engineering Manual Trench in Paved Areas - Jacking Trench in Paved Areas - Open Cut Foundations Foundation Types Conventional General Drilled Shaft Median Mounted Pilasters High Mast General Maintenance Platforms and Grade Flattening Median Mounted Low Mast General Median Mounted Decorative Locations Conventional High Mast General Maintenance Platforms Low Mast Decorative Grounding Towers Conventional General Pilasters Bridges Fences Suggested Procedure for Light Tower Foundation Design PLAN PREPARATION / PRODUCTION General Coordination with Utilities Plan Composition General General Notes General Summary Sub-summaries Schematic Index Plan Sheets Special Details Circuit Maps Tower Cross Sections Wiring and Circuit Designations Submissions and Project Development Reviews General Project Development Process Stage Project Development Process Stage Review Checklists General Stage 2 Plans Stage 3 Plans PLAN NOTES October 23, 2003 (July 17, 2015)

39 1100 HIGHWAY LIGHTING Traffic Engineering Manual General , Pull Box Cleaned , Conduit Cleaned and Cables Removed Reserved for Future Information Luminaire, High Mast, As Per Plan Luminaire, Low Mast, As Per Plan , Luminaire, Conventional, As Per Plan , Luminaire, Post-top, As Per Plan , Luminaire, Underpass, As Per Plan , Luminaire, Installation Only, As Per Plan Lamps , Light Pole, Installation Only, As Per Plan , Light Tower, Installation Only, As Per Plan Light Pole Anchor Bolts On Structures Reserved for Future Information Conduit Expansion and Deflection , Power Service, As Per Plan Special, Power Service Fence High Voltage Test Waived Padlocks and Keys Special, Maintain Existing Lighting Lighting, Misc.: FAA Type L-864 Obstruction Lighting, LED Lighting, Misc.: Bridge-Mounted Marine Navigation Lighting, LED SPECIFICATIONS CONSTRUCTION Introduction General Contractor Prequalification Respect for Contractor Protection of Utility Lines Plan Discrepancy, Design Ambiguity, Consultation with Designer Materials General Qualified Products List TE-40 Material Certification Certified Drawings Project Inspection of Material Luminaires General Conventional Luminaire Side-Mount Roadway Luminaire High-Mast Luminaire Low-Mast Luminaire Underpass Luminaire Lamps Supports General Inspection of Support Components Inspection of Welds Inspection of Galvanizing Compliance with Shop Drawings Assembly of Supports Erection of Supports (July 17, 2015) October 23,

40 1100 HIGHWAY LIGHTING Traffic Engineering Manual Foundations General Foundation Location Excavation Placement of Concrete Pull Boxes (Manholes) Junction Boxes (Handholes) Conduit Trench Power Service Grounding General Ground Rods Exothermic Welds Structure Grounding Bonding along Circuits Wiring and Cabling General Pole and Bracket Cable Distribution Cable Duct Cable Conductor Identification Connections General Sizing Conductor to Device Terminal Crimped Compression Connections Pull-Apart and Bolted Connections Unfused Permanent Connections Test Procedures General Grounding Electrodes Circuit Continuity Cable Insulation Lowering Device Operation System Performance Provide Information to Maintaining Agency Documentation Requirements MAINTENANCE / OPERATIONS General Lighting Maintenance Practice Process Determination of Responsibility ODOT and Local Jurisdictions ODOT and the Power Companies Emergency Maintenance Reactive Maintenance Periodic Inspection Required Preventive Maintenance Recommended Preventive Maintenance Replacement Luminaires Failure Analysis Repairing Broken Conduit and Duct Cable General Repair Damaged Duct Cable Repair PVC Conduit Repair Rigid Conduit Troubleshooting Lamps General October 23, 2003 (July 17, 2015)

41 1100 HIGHWAY LIGHTING Traffic Engineering Manual Lamp Will Not Start Short Lamp Life Flickering Blown Fuses Lamp Light Output Low Lamp Starts Slowly Blackened Arc Tube Abnormal Lamp Color Difference Whole Circuit Off Pole Replacement/Foundation Repair General Anchor Bolts Sheared Anchor Bolt Bent Cracked Concrete in Foundation Anchor Bolt Adapter Plates Bracket Arm Repairs FORMS INDEX (no forms at this time) TABLES INDEX Table Suggested Data for the District System Lighting Plan Table Codes for Use in the District System Lighting Plan Table Warrants for Freeway and Interchange Lighting Table Average Maintained Luminance Design Values Table Nominal Mounting Height and Wattage Table Typical Bracket Arm Lengths Table Recommended Conduit Sizes Table Lighting Load Table Table Recommended Lateral Soil Pressures for Foundations Table Foundation Embedment Nomograph Table Allowable Lateral Soil Resistance Table Highway Lighting Responsibilities FIGURES INDEX Figure Roadway Lighting Fixture Distribution Figure Effects of Full Cut-Off and Non Cut-Off Luminaires Figure Typical Luminaire Placement Partial Interchange Lighting (PIL) Figure Detail of Luminaire Placement for Class I Exit Terminal (PIL) Figure Partial Lighting Applications to the Basic Diamond Interchange Figure Reserved for Future Information Figure Intersection Lighting Examples Figure Luminaire Mounting Arrangements Figure Overpass Key Unit Locations Figure Underpass Key Unit Locations Figure Control Center Data Chart Figure Voltage Drop Study (July 17, 2015) October 23,

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43 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1100 GENERAL Part 11 - HIGHWAY LIGHTING Introduction This TEM Chapter provides guidelines for use in developing standard, uniform lighting systems. Chapters 1140 and 1141 provide design and plan production information, respectively. Additional highway lighting design information is found in the HL series of traffic control Standard Construction Drawings (SCDs), and as noted in Chapter 1143, the related specifications are addressed in C&MS Item 625 and C&MS Construction Projects Chapter 140 addresses the general application of ODOT standards, specifications and standard construction drawings to construction projects. Chapter 1150 provides additional construction related information specific to highway lighting Force Account (ODOT Operations) Work Districts performing force account lighting work must comply with the requirements in the OMUTCD and this Manual. It is recommended that the Districts follow the provisions in the applicable markings related SCDs and Construction and Materials Specifications (C&MS) sections as well. It should be recognized, however, that the information in the C&MS and SCDs does not necessarily provide the only method to achieve a given objective. Chapter 1160 addresses ODOT preventive maintenance guidelines and standards for highway lighting. Revised July 18, 2014 October 23,

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45 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1101 DISTRICT SYSTEM LIGHTING PLAN (DSLP) Each District should develop and maintain a District System Lighting Plan (DSLP). This is typically a GIS thematic map that uses a systematic approach to show both the District s existing and future highway lighting. The DSLP is intended to provide for a uniform system and to improve maintenance efficiency with regard to factors such as partial, complete, conventional, high-mast and composite/hybrid designs. It allows the District to set priorities for the allocation of available funding for roadway lighting projects, and should be used as a guide in making Light B Don t Light decisions. The DSLP is composed of county maps merged into a district-wide map. The twelve DSLPs make up a Statewide System Lighting Plan (SSLP). Through the use of the DSLP and SSLP a consistent systematic treatment can be insured. Each DSLP database should be updated a maximum of every five years. GIS requires a database made up of the existing physical inventory records. Suggested data and codes that should be used in the DSLP are shown in Tables and , respectively. There are a number of decisions to be made to create the DSLP. These decisions will involve not only the examination of each of the various intersections, interchanges and roadways in the highway system, with regard to the engineering merits of lighting that particular location, but they will also involve insuring equality of treatment of similar locations, prioritizing the planned changes, and forecasting the availability of resources JURISDICTIONAL BOUNDARIES Care should be exercised in defining the limits of highway lighting and individual circuits in regards to jurisdictional boundaries. Existing ownership and maintenance of various roadways and other facilities should be considered. Layout and extent of circuits will determine maintenance and power usage charge responsibilities. These issues should be addressed through appropriate planning and design of the lighting system, and appropriate prearranged agreements with local jurisdictions. Where lighting systems cross jurisdictional boundaries to serve a complete area, additional circuits and control centers should be utilized to cleanly separate the units between maintenance areas. This will simplify billing practices. Where jurisdictional boundaries cross lighting systems, consideration should be given to assigning (by written agreements) maintenance responsibilities to one entity. (July 21, 2006) October 23,

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47 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1103 WARRANTS and GUIDELINES General Lighting warrants are based on the need for highway lighting and the benefits derived from lighting. In justifying lighting, many factors should be considered, including traffic volume, speed, nighttime road use, night accident rate, road geometrics, general night visibility, economic benefits and future increase in capacity or changes in road use Warrants for Highway Lighting Warrants for freeway and interchange lighting are shown in Table These are derived from the AASHTO publication titled An Informational Guide for Roadway Lighting. The ability to satisfy these warranting criteria does not, in itself, necessitate that lighting be installed. Warranting criteria determine location eligibility for lighting; however, there are numerous other factors which must be considered. For each of the levels of highway lighting shown in Table only one of the Cases need be achieved to meet warrants. However, consideration should be given to whether a location meets only one or all warranting conditions Accident History Several factors may contribute to an increase in night accidents, such as: 1. Lack of adequate visual information. 2. Glare from background lighting and headlights. 3. Problems with vehicle lighting. 4. Driver fatigue. 5. Increased use of alcohol and other drugs. 6. Declining visual capability, especially with older drivers. There is little research on the impact that lighting has on reducing accidents. However, lighting can provide an increase in highway safety by impacting the above mentioned factors Land Use The area surrounding a proposed lighting facility must be taken into account when considering the different types and intensities of light needed for a lighting plan. American National Standard Practice for Roadway Lighting (RP-8) sponsored by the Illuminating Engineering Society (IES) defines three general categories for land use: commercial, intermediate and residential: 1. Commercial - Commercial areas tend to create a heavy area of background lighting. High-mast or low-mast towers are well suited to these type of areas. Towers will blend in more with the surrounding area and yet still light the roadway to the needed level. In Table , commercial refers to that portion of a municipality in a business development where ordinarily there are large numbers of pedestrians and a heavy demand for parking space during periods of peak traffic, or a sustained high pedestrian volume and a continuously heavy demand for off-street parking space during business hours. This definition applies to densely developed business areas outside of, as well as those that are within, the central part of a municipality. Revised October 19, 2007 October 23,

48 1100 HIGHWAY LIGHTING Traffic Engineering Manual 2. Intermediate - These areas have a blend of commercial or residential types of land use. Multifamily residential rental property owners are much like industrial and commercial property owners in that lighting, while at lower levels, is still needed for security. Therefore, they are usually not bothered by any light trespass from adjacent highway lighting units. Low-mast towers or conventional poles tend to work best in these areas. High-mast towers will work, but the designer must consider the impact they will cause to the residential area. Common complaints are heavy light trespass on non-roadway areas and perceived glare from the visible part of the light bulb or fixture (the part not under a metal shroud). In Table , intermediate refers to that portion of a municipality which is outside of a downtown area, but generally within the zone of influence of a business or industrial development, often characterized by a moderately heavy nighttime pedestrian traffic and somewhat lower parking turnover than is found in a commercial area. This definition includes densely developed apartment areas, hospitals, public libraries and neighborhood recreational centers. 3. Residential - Owners of single family residential property are more sensitive to light trespass from adjacent highway lighting units, especially if the owner occupies the property. The needs of the traveling public must be balanced with the concerns of the surrounding residents. Low-mast towers and conventional lighting offer the best solution for this type of area. Low-mast towers in conjunction with one or two luminaires will generally light the area within the highway right-of-way and have very little light trespass. They also do not tend to cause the classic light tunnel effect produced when using conventional lighting. At times, these residents are also concerned with the aesthetics of highway lighting units that stand above the surrounding area or have drop glass refractors. If high-mast lighting is proposed, it is recommended that a public meeting be held to generate local input. In Table , residential refers to a residential development, or a mixture of residential and commercial establishments, characterized by few pedestrians and a low parking demand or turnover at night. This definition includes areas with single family homes, townhouses, and/or small apartments. Regional parks, cemeteries and vacant lands are also included Background Lighting Background lighting has several effects on a lighting system that should be noted. When the surrounding light is minimal, the transition from lighted sections to unlighted sections should be gradual. Sudden changes in lighting can cause a visual blind spot. The driver s eyes must be given sufficient time to adjust to the new lighting level. In commercial areas where the surrounding light is more prevalent, lighting should be increased to more closely match the existing commercial lighting. This will help overcome the light trespass from the surrounding area Special Locations General There are a number of locations other than freeways and interchanges for which lighting may be considered. Specific warrants are not available for these other locations. Primary concerns are typically related to safety issues. Quite often illumination levels for these locations will differ from standard freeway and interchange lighting October 23, 2003 (October 19, 2007)

49 1100 HIGHWAY LIGHTING Traffic Engineering Manual Intersections Lighting may be provided at intersections to enhance safety and to improve visibility of the intersection and approaches. Intersections with a high percentage of night accidents or a high volume of pedestrian traffic during the hours of darkness should be considered for lighting. Intersections with sight distance limitations, unusual or complicated geometrics, channelization, skewed approaches, high volumes, unusual traffic patterns, turning roadways, protected turning lanes or driver recognition problems may benefit from illumination. Lighting units should be combined with signal and sign supports wherever feasible to minimize clutter and obstacles within the intersection and approaches. When lighting is utilized at channelized intersections and at intersections on turning roadways, units should be placed to illuminate protected turning lanes, at radius points and at approaches to divided areas and traffic islands Pedestrian Walkways Walkway lighting may be considered for security and aesthetic reasons. Walkway lighting may also include landscape or decorative lighting. Lighting of walkways may significantly increase use during the hours of darkness. Lower voltages (120 volts), vandal-proofing and safety issues should be taken into consideration. For example, control centers should be securely padlocked, wiring and anchor bolts enclosed and sharp edges and corners should be eliminated Weigh Stations Lighting and levels of lighting provided at weigh stations should take into account the full range of activities and needs of the various agencies utilizing these facilities for enforcement. Besides weighing, various degrees of inspection may be conducted. Temporary storage of detained cargo may also require lighting for security reasons. Exit and entrance ramps at these facilities should be provided with at least partial interchange lighting (as defined in Section ). The weigh lane from intersection to intersection over the scale and the inspection and parking area behind the scale house should be lighted with the intensity and uniformity normally provided for continuous freeway lighting, with additional lowmounted floods provided for the reading of vehicle markings, observation of vehicle undercarriages and position on the scales from the operator s position within the scale house Park and Ride Facilities Park and ride lots present two lighting requirements. The first is for the mixing of vehicular and pedestrian movements. The other is for security if the lot remains open late (after the evening peak and before the morning peak). Lighting for these facilities should be divided into three areas: drive intersections with adjacent highways, the drives themselves and the parking areas Bicycle Facilities Bike paths are facilities which are independent of the roadway. They may double as pedestrian or recreational corridors. For these facilities, lighting is more of a security measure and decisions are made based on the amount of night use to be permitted or encouraged. A bicycle lane is a dedicated lane provided contiguous to the lanes for motor vehicles, as part of a roadway. In this case, the visibility of the bicyclist and lane becomes more important. Lighting should be considered both: 1) to assist the motorist to detect and allow for the bicyclist; and 2) to assist the bicyclist in detecting and avoiding debris in the bike lane, and in compensating for or avoiding pavement irregularities. (July 18, 2014) October 23,

50 1100 HIGHWAY LIGHTING Traffic Engineering Manual School Zones / Crossings School Zone lighting may be considered where a significant pedestrian volume exists. Accident prevention should be considered if a significant volume of turning or stopping vehicles are in potential conflict with pedestrian movements. Appropriate School Zone signing should be in place before lighting is installed. See Part 7 for further information about School Zones Sign Lighting It is common practice to power the luminaries for sign lighting from the roadway lighting circuits. See Chapter 212 for further information on sign lighting Underpasses Underpasses should be evaluated to determine if existing underpass illumination is adequate or needs to be supplemented. Artificial illumination is normally not needed for underpasses which are less than 75 feet in length. However, both skewed underpasses and parallel underpasses less than 40 feet apart may need underpass lighting regardless of their length. Each underpass should be evaluated on its own merits. The evaluation of lighting intensity and uniformity for the underpass and adjacent highway should be made under both daytime and nighttime conditions. When the length of the structure limits the amount of light from natural daylight or adjacent luminaires located outside the structure, the need for lighting units should be evaluated. Factors to consider include lighting design criteria (see Chapter 1140), the extent, if any, that shadows are produced, and the extent, if any, that lighting intensity and uniformity are compromised. The limited adaptability of older drivers to changes in illumination should also be a factor in determining the need for lighting. Determination of the need for lighting units for new construction should be made on the basis of design criteria as well as direct comparisons with existing underpasses. Additional guidance can be found in the latest version of Illuminating Engineering Society s Recommended Practice (RP-22) Long, High Bridges Bridges have a tendency to freeze before the roadway and typically do not have the clear zone recovery areas of adjacent pavement. Roadways on bridges of such height and length that the normal highway background reference is lost against the sky or water can benefit from highway lighting even though the adjacent roadway is unlit Rest Areas Rest areas have a considerable mixing of both vehicle-to-vehicle and vehicle-to-pedestrian traffic. Therefore, parking lots and sidewalks between parking areas and service buildings should be lighted for night use. The green space surrounding the parking areas and service buildings should have security lighting for the protection of motorists and for deterrence of unauthorized or criminal use. Rest areas which are characterized by high exit speeds from the roadway, served by long ramps from the exit to the parking areas, and/or with considerable truck parking along the ramps should have fully lighted ramps. These types of conditions are commonly found at rest areas along freeways, but may be found on other highways. Higher exit speeds and the presence of large trucks parking along the ramps, legally or otherwise, create the need for special care in the placement of the poles and luminaries. The poles should have sufficient offset from the ramp October 23, 2003 Revised July 18, 2014

51 1100 HIGHWAY LIGHTING Traffic Engineering Manual pavement to prevent pole knockdowns by tractor-trailers attempting to parallel park. Luminaries should extend over the ramp pavement to eliminate shadows from parked trucks which would obscure ramp pavement and pedestrians walking along the ramp. Rest areas which are characterized by lower exit speeds, served by driveways or shorter ramps, and without truck parking, should normally not require lighted driveways. These types of conditions are commonly found at rest areas located on highways other than freeways. Lighting should be provided at the intersections of the driveway and the highway. Lighting should be considered when the driveways are of extreme length or large truck parking occurs along the driveway Miscellaneous Lighting There are other unique applications where lighting may be considered which are not detailed by this Manual, such as for landscaping or for architectural and aesthetic considerations. (July 18, 2014) October 23,

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53 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1104 CONSISTENCY OF TREATMENT General Lighting warrants and guidelines are discussed in general in Chapter 1103 and the warrants for freeways and interchanges are specifically addressed in Table The purpose of warrants is to justify lighting at a particular location. The decision to actually install lighting, and to what extent, is dependent on many other factors, such as, District priorities, project cost and participation, available funding, public input, and economic benefits and public safety. It is also desirable to be consistent in treating similar situations in a similar manner. This desire for consistency makes the DSLP approach described in Chapter 1101 particularly helpful System Consistency The District System Lighting Plan (DSLP) and Statewide System Lighting Plan (SSLP) described in Chapter 1101 should be used to promote and insure a consistent and systematic treatment. The DSLP graphically displays lighting information, and allows those familiar with the locations in the area covered by the map to easily find the disparities between similar locations and to determine the action required to mitigate any disparities Fixture Consistency In all areas where ODOT is responsible for the operation and maintenance costs (whether directly or by reimbursement agreement) of highway lighting, the standard design should be based upon a High Pressure Sodium (HPS) light source employed at the highest practical mounting height consistent with the geometry and land use of the area being lighted. In other areas, such as along service roads or city streets, where a local jurisdiction will be responsible for operations and maintenance costs, they may request use of other light sources to maintain consistency with existing street lighting systems. However, in view of the emphasis on energy conservation, extensive use of light sources other than HPS should be discouraged (see Section ). Revised (July 16, July 2004) 21, 2006 October 23,

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55 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1105 LEVELS OF LIGHTING General For purposes of discussion, various levels of lighting service have been identified and are described in the following sections. General warrants and guidelines for highway lighting are discussed in Chapter The warrants for freeway and interchange lighting are shown in Table Continuous Freeway Lighting (CFL) This type of lighting is the installation of fixed light sources along a section of freeway to provide uniform illumination along its length. This type of lighting is more desirable in urban areas where development exists and traffic speed changes occur due to diverging and merging lanes. Continuous freeway lighting should be designed to provide initial horizontal illumination levels as prescribed in Chapter Complete Interchange Lighting (CIL) This type of lighting is used to provide uniform lighting throughout an interchange, including all points of the diverging and merging traffic lanes, turn lanes and mainlines within the interchange. Interchange lighting should be designed to provide initial horizontal illumination levels as prescribed in Chapter Intermediate Interchange Lighting (IIL) Intermediate interchange lighting is a design in which the initial lighting units to be installed are considered to be the preliminary stage of a complete lighting system. Intermediate interchange lighting should be considered in urban, and occasionally rural, areas where complete interchange lighting is not yet warranted under Table This type of lighting should be utilized if there is reasonable probability that complete interchange lighting (CIL) will eventually be warranted based on the land use guidelines in Table Consequently, lighting designed under this procedure should complement eventual complete interchange lighting. Thus, the lighting layout for each interchange under this scenario should include the future proposed light locations Partial Interchange Lighting (PIL) Partial interchange lighting differs from complete and intermediate interchange lighting in that later stages of more fully developed lighting are not anticipated during the expected life of the initial system. Partial lighting will generally occur in rural areas, and occasionally urban areas. Lighting provided under this concept will generally be limited to diverging lanes, merging lanes and ramp intersections. Lighting intensity and uniformity under Section will not be satisfied. Revised (July 16, July 2004) 21, 2006 October 23,

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57 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1106 LIGHTING CRITERIA General The following sections reflect design values for illuminance levels. There may be conditions under which somewhat different levels are desired or necessary. The lighting designer should use all available pertinent information in reaching a decision regarding the level to be used for any specific street or highway. There are many locations where very high levels of illuminance are provided for streets in the central business district. The reason is usually a commercial consideration directed towards making the downtown business area more appealing to shoppers. Generally, levels considerably higher than those shown in Table (which is based on AASHTO criteria) must be justified on some basis other than solely for the safe and efficient flow of traffic ODOT Lighting Criteria General The following criteria should be used for ODOT highway lighting projects. However, since projects may be developed for special purposes, and since FHWA reserves the right of approval on an individual project basis, the designer should coordinate proposed criteria with the Office of Roadway Engineering early in the development of planning for highway lighting Intensity The initial average intensity for lighting ODOT-maintained freeways shall be 1.0 to 1.2 footcandles, and all lighting design should attempt to approximate the 1.2 value without exceeding it, except where this limitation results in an unacceptable uniformity ratio as specified in Section For non-freeway lighting, reference should be made to Table for recommended average maintained horizontal illumination levels Uniformity The design uniformity ratio for interchange lighting or for continuous freeway lighting shall be between 3:1 and 4:1. However, where partial or intermediate interchange lighting is being designed, it is obvious that the desired uniformity cannot be obtained until all initially-omitted lighting units are installed in accordance with a complete interchange lighting plan based upon the stated design ratios. The 3:1 ratio of uniformity is acceptable in all cases, and the 4:1 ratio should not be exceeded. Tower lighting is typically in the range of 2:1 to 3: Local Criteria Various jurisdictions may have different criteria from what is listed in this Manual. The local jurisdiction must provide ODOT with the approved policy, ordinance or established standard and obtain approvals prior to the beginning of the design of the project. Revised July 18, 2014 October 23,

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59 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1107 GUIDELINES FOR REDUCTION/REMOVAL OF EXISTING LIGHTING General Where an existing highway lighting system is no longer warranted or cost effective, it should be considered for either a reduction in the lighting level or removal of the lighting. Where light levels are reduced, they should not be reduced below the criteria for partial interchange lighting. After the decision has been made to remove or reduce the lighting system, the appropriate lights should be turned off but left in place for a period of one to four years. For all highway lighting systems, an accident analysis study will be required during this time period to determine the effects of the reduced lighting DSLP Evaluation If an existing lighting system is not cited in the DSLP as a location that should be lit, or is lit to a greater extent then what the DSLP recommends, the location should be studied. If the guidelines recommend partial or no lighting, the lighting should be reduced to the level specified in the DSLP Change in Land Use At an interchange, where a major traffic generator has permanently closed or other significant highway or land use changes have occurred, the existing interchange lighting should be studied for meeting the lighting guidelines. If the guidelines are not met, the lighting system should be reduced or removed as specified in the DSLP User Objections General If a substantial percentage of residents and local business owners are objecting to the lighting, verification shall be made that the lighting guidelines are still met and that the lighting coincides with the DSLP Existing Complete Interchange Lighting If the warrants for complete interchange lighting (Table ) are met and the DSLP recommends complete interchange lighting in this area, other methods should be investigated for reducing the lighting impact outside of the right-of-way (i.e., glare shields). If the guidelines for partial interchange lighting are met or the DSLP recommends it, the location should be reduced to partial interchange lighting Existing Partial Interchange Lighting If the warrants for partial interchange lighting (Table ) are met and the DSLP recommends lighting, other methods should be investigated for reducing the lighting impact outside of the rightof-way (i.e., glare shields). If the warrants are not met, or the DSLP does not recommend lighting in this area, the lighting should be removed. Revised (July 21, July 2006) 21, 2006 October 23,

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61 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1120 MATERIALS AND HARDWARE General There are several different types of hardware available for highway lighting. All new ODOT owned and maintained lighting systems should be three-wire grounded design. Also, highway facilities that are ODOT-maintained should utilize the standard lighting hardware of high-mast, low-mast or conventional poles Patented or Proprietary Materials, Specifications or Processes The use of patented or proprietary materials, specifications or processes is discussed in Section Purchasing Materials for Installation and Use by Local Agencies To help encourage uniformity and provide a method whereby local agencies can buy traffic control materials and equipment using Federal funds, Sections and describe processes that have been established whereby local agencies can purchase such items through ODOT Aesthetics The area that is to be lighted should be considered when a lighting project is initiated. If a project will only affect a small portion of an existing lighting system, (i.e., one or two poles) the same brand of hardware and luminaire should be specified in the plan. If a project will effect a larger portion of an existing lighting circuit (i.e., one or more circuits), the designer should evaluate the situation, and with the agreement of the maintaining agency, require either that: 1. Use the same brand of hardware and luminaire as the existing lighting system; or 2. Replace the entire existing system with a different brand of hardware and/or luminaire. This will prevent a lighted area from having different lighting patterns resulting from the use of different brands of luminaires and also prevent a lighted area from having different styles of poles Local Preferences Many Cities and Villages have created streetscapes in their downtown areas and desire that the lighting systems installed follow the pattern established. The streetscape designs typically require a type of decorative or historical pole to be used. During the programming of the project, the City or Village must provide ODOT with their official policy that identifies the streets that are to have the decorative lighting installed and obtain approvals before design proceeds. In the event that there is a desire for other than a natural brushed finish on aluminum poles or an exposed hot dip galvanized finish on steel poles or a need for a finish on cast ferrous metal poles, it is recommended that the pole manufacturer s finishing process be used except for steel poles where it is recommended that hot dip galvanize be first applied to prolong the life of the pole with the manufacturer s recommended finishing process applied over the galvanize. If it is necessary to refinish existing poles for reuse, then the use of structural steel painting system OZEU as described in is recommended. It is further cautioned that for the OZEU to be effective the pole should be taken down and removed to a facility where the interior as well as the exterior may be properly blast cleaned and system OZEU applied to both the interior and exterior surfaces. In order to be in compliance with C&MS (domestic steel), the Office of Materials Management has created an Approved List for decorative light poles. Only poles listed may be specified for decorative lighting. There are no exceptions for projects that use Federal and/or State monies. The use of alternate or proprietary bids does not provide an exception. Foundations and conduits for non-approved poles that would be provided by the locals at their own cost are not eligible for participation. Revised July 17, 2015 October 23,

62 1100 HIGHWAY LIGHTING Traffic Engineering Manual Operating Voltage In 600 volt class circuits, the line to line voltage may not exceed 600 volts and the line to ground voltage may not exceed 300 volts. Industry standard voltages are, therefore, 120, 208 and 277 volts line to ground and 240 and 480 volts line to line. Highway lighting power drops from the utility company are generally single phase, thus the practical operating voltages are limited to 120 or 240 volts line to ground and 240 or 480 volts line to line Ballasts Where ballasts are to be wired line to line (three-wire system), ballasts having an isolated primary winding must be used. Where ballasts are to be wired line to ground (two-wire system), autotransformer ballasts may be used. When the use of other than conventional (i.e., ovate or cobra head) or high-mast or low-mast luminaires is contemplated, and the luminaire is to be wired line to line, the vendors should be contacted and ask to confirm in writing that the luminaires under consideration are available with a ballast having an isolated primary winding Solid-State (LED) Luminaires ODOT has specifications and an Approved List for Solid-State (LED) Luminaires for highway lighting. These specifications are given primarily by Supplemental Specifications 813 and 913. Procedures for manufacturers and vendors to get Solid-State (LED) Luminaires onto the Approved List are documented in Supplement The Approved List is published by the ODOT Office of Materials Management on their website October 23, 2003 Revised July 17, 2015

63 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1130 PLANNING / PROGRAMMING General The following sections are provided to assist planners and designers in developing standard uniform lighting systems. These sections discuss various aspects of lighting that should be taken into account when planning new, or rehabilitating existing, lighting systems. The following are guidelines and are not meant to override a planner s engineering judgment Programming of Projects Before a lighting project is programmed, whether alone or in conjunction with a roadway project, a preliminary study should be completed. A preliminary study should include the following: Verifying that the project meets lighting warrants where available and is in conformance with the DSLP (Chapters 1101 and 1103); verifying what types of funding will be used (Section ); deciding what type of lighting is to be used (Chapter 1120); verifying who will maintain the system (Chapter 1102); and deciding what type of power supply is to be used (Section ). For temporary lighting see Part Funding Considerations General The programming should specify all funding types used on the project. Federal funding for highway lighting is governed by FHWA policy. In general, highway lighting is eligible for Federal participation when warrants and criteria satisfy AASHTO and ANSI requirements (see Chapter 1106) and the project is on a Federal-aid highway system. There may also be occasional special programs involving Federal aid which require approval from offices other than the Ohio Division Office of FHWA. Under such circumstances, it is essential that requests for participation be initiated at the programming stage. State participation in lighting projects shall be as specified in Section New Installation If the proposed lighting system is in more than one funding jurisdiction, all agencies must agree in writing on their portion to be paid. For example, if an interchange that is to be lighted is within the boundaries of two incorporated areas, the funding would typically follow the corporation boundaries. If only a small portion of an interchange is in an incorporated area, an attempt should be made in the design of the lighting to avoid placing any material or equipment within this area Upgrade/Retro-fit If the existing lighting system is in more than one maintenance jurisdiction, all agencies must agree in writing on their portion to be paid. Any changes in corporation limits from the original installation should be reflected in the funding split of the project and in the new maintenance agreement. It should also be remembered that lighting circuits do not necessarily stop at the project limits and therefore the project s lighting needs may be greater than expected if only the area inside the project limits is considered Maintenance If the existing lighting system is in more than one maintenance jurisdiction, each jurisdiction should have independent circuits that do not trespass into other jurisdictions. Each jurisdiction should have a separate control center. The maintenance agreements should be initiated in the planning stages. (July 18, 2014) October 23,

64 1100 HIGHWAY LIGHTING Traffic Engineering Manual State Participation ODOT participation in highway lighting projects shall be as follows: 1. On limited-access highways and freeways, ODOT will participate in the cost of all lighting system items that are necessary to complete the lighting system. ODOT participation will be limited to the cost of a system to provide an average initial intensity in the range of 1.0 to 1.2 foot candles. If a system to provide higher intensities is provided at the insistence of any political subdivision, the added cost of construction and maintenance resulting therefrom shall be borne by that political subdivision. 2. Existing lighting systems on crossroads and streets which cross limited-access highways and freeways without interchange facilities will be rearranged and/or replaced with similar styles and types of systems and equipment to provide a light intensity equal to that provided by the existing system. However, if the rearrangement of the existing road or street creates a need for a greater intensity for the safety of the traveling public, or requires changes in types and styles of system and equipment, modifications to the extent necessary to meet such need and requirements may be included subject to approval by the Assistant Deputy Director of the Development Design Administration. 3. On major improvements of existing highways within municipal corporations, existing lighting systems will be rearranged or replaced, if necessary, to restore light intensities to those previously existing, and in any event, to provide not less than the minimum average maintained intensity as recommended by AASHTO for expressways and highways, and as established by ANSI for urban streets. 4. ODOT participation in the eligible costs of such construction, rearrangement, and replacement will be the same as ODOT participation in the other construction costs of the project. 5. ODOT will not participate in the cost of extensions and betterments to existing publicly-owned lighting systems included in the ODOT construction contract at the request of a municipality or other political subdivision FAA Requirements The programmer shall verify the location of the project in relation to all airports or heliports. If the project is within a 20,000 feet radius of a public-use or military airport or heliport, the programmer shall perform an Airway/Highway Clearance Analysis to determine if FAA notification is required (see L&D Manual Volume 3, Section ) Light Fixtures As noted in Section , the standard design for highway lighting on ODOT-maintained facilities should be based on High Pressure Sodium (HPS) fixtures. Where a municipality desires to maintain aesthetic consistency for existing street lighting systems by using distinctive unit designs or by painting light poles, specific justification for such designs shall be submitted for ODOT approval before Federal funds are authorized. In general, such justification must demonstrate that the municipality is not requesting Federal funding for designs which exceed the City standard, and that the distinctive design is used consistently through a reasonably large or historical area within the City Maintenance Concerns Prior to the programming of the lighting project, the programmer should verify that the City or Village will be able to maintain the lighting. Typically small Cities and Villages have lighting provided for and maintained by the local power company. Prior to the programming of a project to replace the existing utility-maintained lighting with City or Village-maintained lighting, ODOT should verify that the City or Village is capable of maintaining the proposed lighting or that they are willing to contract out the October 23, 2003 Revised July 18, 2014

65 1100 HIGHWAY LIGHTING Traffic Engineering Manual maintenance of the proposed lighting Scope Preparation for Specific Projects For each intersection, interchange and roadway affected by the project, the highway lighting should be described as it is to be upon the completion of the project. It should be stated whether the new lighting is to be part of the project or provided by others in conjunction with the project, including a statement that there is to no lighting at the particular intersection or interchange, or on the roadway section if that is the case. (July 18, 2014) October 23,

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67 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1140 DESIGN INFORMATION General Chapter 140 provides general background regarding design information for ODOT projects, including the three-stage review process typically used for traffic control plans. Additional information about lighting design has been provided in this Part. This Chapter provides the designer with information to satisfy the requirements of ODOT relative to highway lighting construction plans. It is not intended to substitute for nationally-accepted criteria and standards nor to relieve the designer of the responsibility for using personal skills and ingenuity in developing the best possible plan for a specific project. Rather, it is intended to supplement more formal design references and knowledge by explaining policies, criteria, design considerations and plan procedures which experience has indicated are pertinent to the state highway system General Theory To properly understand the effects of roadway lighting, one must have a basic understanding of the theory of lighting and the design of roadway lighting. The following sections will outline some basic theory and design principles followed by plan preparation elements. Those wishing to gain a fuller understanding of lighting theory should consult the Illuminating Engineering Society (IES) of North America s American National Standard Practice for Roadway Lighting ANSI/IES RP Lighting Theory General The act of seeing involves three separate elements: the eye, the visual task and light. Light emitted by a source strikes an object, the object reflects some of the light toward the eye, and the object is seen. Except when light sources themselves are being observed, seeing is by reflected light. Light which enters the eye directly from the source is of no value in the effort to see an object; in fact, it will actually impair vision. At the low levels of illumination involved in highway lighting, objects are often seen by silhouette rather than by light reflected from the object itself. In this case, the primary concern is surrounding or background brightness, rather than illumination or brightness of the object. For maximum effectiveness, discernment by silhouette depends upon the degree of brightness difference, or contrast between the object and its background. In highway lighting, as contrasted with interior lighting, the objects to be perceived are relatively large, and visual acuity, or the ability to distinguish fine detail is not involved as a general rule. The most important objective is to create or enhance the brightness contrast between an object and its background, or the roadway surface itself. In all highway lighting, objects are made visible by a combination of two or more methods of discernment. For example, on a well-lighted highway: 1. Distance objects are seen by direct silhouette. 2. Projections above the pavement (the upper portions of pedestrians and vehicles) usually are seen by reverse silhouette. 3. Traffic signs and very close objects are seen by surface detail. 4. Many objects produce glint or highlights on irregular or specular surfaces. The same light that produces visibility on the highway also produces a negative result known as glare. Glare is any brightness in the field of view that causes discomfort, annoyance, eye fatigue or interference with vision. It may best be described as negative light or light out of (January 16, 2015) October 23,

68 1100 HIGHWAY LIGHTING Traffic Engineering Manual place. Glare is a function of intrinsic brilliancy, candlepower toward the eye, distance, contrast, and angular displacement with the line of sight. Roadway luminaires are classified by the way they transmit and distribute light. The use of various types of reflectors and refractors permits the lighting designer to produce an efficient and aesthetic design. Luminaire classifications are defined in terms of vertical light distribution, lateral light distribution, and the control of distribution above maximum candlepower, known as cutoff. Vertical and lateral light distributions apply primarily to the shape of the roadway area to be illuminated. Both of these distributions can be important when determining the amount of light trespass from a source. Figure illustrates five basic distributions of highway lighting fixtures. The control of the distribution above the maximum candlepower, known as the cutoff, is important for determining the amount of glare emitted by a fixture. A non-cutoff roadway fixture typically has a dropped lens (a refractor). This allows the light to be more easily distributed from the fixture and permits the illumination design to be less precise; however, it produces more undesirable glare. A full cut-off fixture typically has the dropped refractor replaced with a flat glass, while the reflecting elements inside the fixture have been redesigned to provide control of the light output. This provides much better glare control; however, the illumination design must be much more precise to maintain lighting uniformity. Figure illustrates the effect of non-cutoff and full cut-off luminaires. The Illuminating Engineering Society (IES) is the recognized authority for the setting of various illumination recommendations, including those for roadway lighting. These standards, as listed in ANSI/IES, RP-8, have been well researched and established as the minimum requirements for the safety of roadways. Several studies have been undertaken in recent years involving test targets placed on roadways. The IES standards have been confirmed during these studies as the minimum requirements for proper illumination with respect to stopping sight distances. To give some idea of the scale of illuminance required for various roadways refer to Table Illuminance General Illuminance (or illumination level) is defined as the amount of light being transmitted upon a certain area. The English unit for illuminance is the footcandle, which is equal to one lumen per square foot. Illuminance is governed by the inverse square law. The illuminance of an area or object diminishes as the square of the distance. Highway lighting is generally designed as the illuminance of the area in question. It is based on the premise that, by providing a given level of illumination and a uniformity of distribution, satisfactory visibility can be achieved. The basic calculation for roadway illuminance is as follows: E ave = (L x CU x LLF) S x W Where: E ave = average illuminance of the area in horizontal footcandles L = luminous flux of the source in lumens CU = coefficient of utilization of the luminaire (obtained from a photometric data chart supplied by the manufacturer and dependent on the width of the road and the mounting height) LLF = light loss factor (the amount of light that will be lost over time due to dirt accumulation on the luminaire and lamp depreciation - typically 0.7 to 0.8) S = spacing of the streetlight poles W = width of the pavement to be illuminated For example, a roadway with a pavement width of 33 feet and a light pole spacing of October 23, 2003 (January 16, 2015)

69 1100 HIGHWAY LIGHTING Traffic Engineering Manual feet utilizing a luminaire which has an output of 25,000 lumens, a coefficient of utilization of 45 percent, and a light loss factor of 70 percent will have an average illuminance of: I = (25000 x 0.45 x 0.7) = 1.46 footcandles 164 x Point-by-Point Analysis Point-by-point calculations are used to determine the illuminance at a specific location from a point source of light. This assumes the source behaves as a point source; consequently, this method cannot be used for linear and area sources. This computational process utilizes a candlepower distribution curve. The inverse square law is used to determine from the values on the distribution curve the levels of illumination at various points on the interchange or area to be lighted. The illumination in horizontal footcandles at a grid point resulting from one high-mast assembly can be computed by using the formula: Where: E h = cp cos θ d 2 E h = illumination at the point in horizontal footcandles cp = candlepower at angle θ θ = the angle from the vertical axis through the system to the point in question d = the distance from the light source to the point in questions in feet The total illumination at each of the grid points is the sum of the contributions of illumination from the high-mast assemblies within an effective range of the point in question. Because of the time involved with hand calculations in the point-by-point method, and due to the number of trials which may be required, the point-by-point method is usually accomplished by computer. Generally, computer programs are built around the point-bypoint method. Manufacturers have these type programs available and will normally provide design layouts Luminance General Luminance is the brightness of an object that has been illuminated by a source. The luminance of an object depends on its material characteristics and reflectance. For example, under the same illuminance conditions a dark object will look less bright than a light object. Since luminance refers to the amount of light reflected back by an object, this object in effect acts as a new source. There is a direct relationship between the luminance of a viewed object and the resulting illuminance of the image on the retina of the eye. The unit of luminance is the footcandle. Highway lighting may also be designed by calculating the luminance of the roadway surface. This involves determining the reflective properties of the pavement, which can vary dramatically depending if the surface is concrete or asphalt. Although considered superior to the illuminance method, the luminance method is complex and because it involves reflective properties of the pavement, is subject to change over time due to aging of the pavement as well as change associated with weather Small Target Visibility (STV) The visibility of an object is that property which makes it discernable from its surroundings and depends on a combination of the following factors: (1) the difference in luminance (January 16, 2015) October 23,

70 1100 HIGHWAY LIGHTING Traffic Engineering Manual between the object and its immediate background (contrast); (2) the angular size of the object at the eye of the observer; (3) the luminance adaptation level to which the eye is exposed; and (4) the duration of the observation. The object that is used for STV is a 7 x 7 inch target. The observer is located on a line parallel to the centerline of the roadway at a distance of 273 feet. Using the four measurements stated above and a series of equations, the visibility level (VL) of the target can be calculated. Visibility models must also incorporate age-related changes in visual processing efficiency that have notable effects on target visibility. STV is included in the IES Recommended Practice (RP) 8, as one of three methods for demonstrating compliance. Until further study and development of computer programs to more definitively analyze the various factors affecting the visibility level (VL) of the target, ODOT continues support of the illuminance method Headlamps If we drive in an empty road situation (i.e., just one car on the roadway), a proper level of STV is all that is required. High beam headlights produce a very low level of pavement luminance at 200 to 300 feet ahead, yet we can drive quite safely with them as long as we are the only car on the road. The same light that produces visibility on the highway, also produces a negative result known as glare. In the driving task the most commonly experienced glare is probably that from approaching headlamps on an unlighted highway. The effect is one of shock; the eye has been adapted to relatively low brightness and suddenly is confronted with an extremely bright source, often close to the normal line of sight. The effect may be sufficiently severe to contract the iris, which further reduces the ability to see. The same headlamp fails to glare when encountered in the daytime, although its candlepower is the same day and night. The glare effect is due to excessive brightness contrast, because of the dark surroundings at night. When the roadway is not empty, a reasonably high level of pavement luminance is essential to reduce the adverse effect of glare from the headlights of oncoming vehicles. An adequate level of STV can be achieved with fixed lighting, which also provides much higher level of pavement luminance than do headlights alone Middle Third The preferred location for overhead sign supports is in the middle third of the design spacing for the lighting units. When the desired location criteria for a sign support does not result in its falling within the preferred area, the following minimum separation between overhead sign installations and lighting units should be maintained: Mounting Height for Lighting Unit Feet Minimum Separation Feet If the lighting unit or the sign support locations cannot be adjusted to maintain the above minimum separation, the lighting unit may be placed immediately in advance of the sign support when a 40 or 50-foot mounting height is used for lighting. However, such a position cannot be used effectively for a 32.5-foot mounting height, and consideration should be given to raising such mounting heights for several units in the general vicinity of the sign support October 23, 2003 (January 16, 2015)

71 1100 HIGHWAY LIGHTING Traffic Engineering Manual Illumination Criteria General In designing a new highway lighting system, the quantity and quality of illumination must first be established Average Illumination The quantity of illumination is that average illumination level which has been established through experience in the lighting profession that represent economic and practical restraints. The quantity of light is referred to as the average maintained horizontal illumination and is a function of the classification of the roadway and the area which is served by the lighting system. Breaking this term into its parts, the first term, average, refers to the method of measuring the illumination level, and means that this is a mean value of all points within the area being lighted. The second term, maintained, refers to the illumination value at some point in time after the system is installed. Maintained illumination takes into account reductions in luminous output due to factors such as lamp lumen depreciation (LLD factor) and luminaire dirt depreciation (LDD factor). Thus, a lighting system begins within an initial illumination level and depreciates to some level less than this. For this reason, the initial design level of illumination is higher than the maintained value. The final term, horizontal, refers to the surface on which the illumination is measured, in this case, a horizontal plane, such as the roadway surface. Average maintained illumination levels currently recommended by the IES for various areas and facilities are shown in Table Uniformity The illumination concept of lighting design defines an average quantity of illumination over the pavement surface. This average quantity of illumination can, however, be accomplished by either producing a generally uniform level of illumination over the area or by producing relatively high and low areas of illumination. The latter is not desirable. As a driver passes through areas of relatively high and low illumination levels, his eyes must adapt. The uniformity of illumination is considered a qualitative means of defining highway lighting. The term used to quantitatively describe uniformity is the uniformity ratio. As the name implies, it is a ratio of various illumination values. Current practice makes use of the Average Level-to-Minimum Point method (average-to-minimum ratio) of calculating uniformity, in which the average illumination is divided by the lowest illumination point encountered within the traveled portion of the roadway. For example, a street with an average illumination level of 2.0 footcandles and a minimum point of 0.5 footcandle would have an average/ minimum uniformity ratio of 4:1. Current ODOT criteria requires 3:1 or better for high speeds and high conflict areas, and 4:1 for low speeds and low conflict. The Maximum-to-Minimum Point method uses the maximum and minimum values within the traveled portion of the roadway. It is felt that the use of a maximum/minimum uniformity ratio more accurately portrays the degree of uniformity, because it takes into account the full effects of the differences of illumination on the lighted roadway. Current ODOT criteria requires a 10:1 or better max/min uniformity ratio Critical Location Roadways have many areas where the problems of vision and maneuvering of vehicles are complex and require lighting units at critical locations. These locations are in addition to what are commonly called key unit locations at intersections, acceleration and deceleration lanes, underpasses, overpasses, pedestrian bridges and on structures. Key and critical unit locations must be identified for each project prior to developing a traditional (non-high mast) layout where (July 17, 2015) October 23,

72 1100 HIGHWAY LIGHTING Traffic Engineering Manual light poles are relatively close to the traveled way. These locations are the basis for the ultimate design with additional units filling in the gaps. See Sections and for specific information Luminaires and Sources General The design of a highway lighting system involves consideration of visibility, economics, aesthetics, safety and environmental conditions, as well as appropriate material and equipment. The first major step in the design process involves the selection of tentative luminaires and light sources and the selection of one or more tentative lighting system geometric arrangements (conventional or high mast), including mounting heights and lateral luminaire positions, that may provide an acceptable design based on the required uniformity criteria (i.e., average maintained footcandles, ave/min uniformity ratio and max/min uniformity ratio). As noted in Section , ODOT has specifications and Approved Lists related to various types of luminaires Luminaire Placement General On freeways or expressways, through lanes normally should be lighted with luminaires having IES Type III medium semi-cutoff distribution as discussed in the American National Standard Practice for Roadway Lighting (RP-8), published by ANSI. Ramps or directional roadways having two lanes or less should have IES Type II medium semi-cutoff distribution luminaires. The Type II distribution should generally be used where the pavement width is less than 1.25 times the mounting height. For wider pavements, the Type III distribution should be used. ODOT-maintained lighting systems should use high pressure sodium or solid-state (LED) luminaires High-Mast Lighting High-mast lighting, or light towers, have frequent applications, especially in interchange areas and along major freeways. In Ohio, lighting units are considered to be high masted, or towers, when the height of the luminaires is 70 feet or more above the supporting foundation. The more obvious advantages of towers over conventional lighting units are as follows: 1. Because of their increased height and number of luminaires (up to six luminaires per tower), illumination distribution is improved to the extent that a single tower will usually replace from four to eight conventional lighting units. While the increased height of luminaires in itself does not necessarily guarantee lower disability glare, careful system design with towers can result in reducing glare and increasing comfort as the installation is approached and driven through. In general, greater uniformity of illumination can be achieved by a well-designed tower system. 2. Towers are significantly safer than conventional lighting units from the viewpoints of the road user and the maintenance forces. Since towers are located as far as practicable from traveled pavement, the opportunities for impact by errant vehicles are greatly reduced. Maintenance vehicles, equipment and personnel are remote from traffic lanes during servicing operations, which may eliminate the need for temporary traffic control devices and allow for complete concentration on maintenance activities, without fear of interference or distraction from moving vehicles. Since ODOT specifications require that towers be equipped with luminaire lowering devices, the most common maintenance operations are performed at ground level October 23, 2003 Revised July

73 1100 HIGHWAY LIGHTING Traffic Engineering Manual 3. Daytime aesthetics are improved because of the fewer numbers of poles and their greater distance from the roadway. C&MS Item discusses detailed requirements for light towers, and the designer should be familiar with that specification when evaluating proposals relative to tower lighting Solid-State (LED) Luminaires For an LED lighting system, the designer shall strive to find three interchangeable solidstate (LED) luminaires. If this is not possible, it may be necessary to request a proprietary bid. Section describes the for approval of patented or proprietary materials. A Proprietary Bid Request for Solid-State (LED) Luminaires shall be made in writing to the Office of Roadway Engineering s Traffic Control Engineer, with a copy to the District. If the proprietary bid is not granted, and three interchangeable solid-state (LED) luminaires cannot be found, then three separate lighting designs (one for each luminaire) shall be submitted by the designer, each constituting an Alternate Bid. These shall be called Roadway Lighting Design A, B, and C, and shall apply project-wide. In addition to the three Alternate Bids, the designer shall specify one of the three designs as the generic bid. The generic bid design will generally be the design among A, B and C that has the highest luminaire count; this helps assure that the Alternate Bid designs can compete on their own merits, often on the basis of having a lower overall luminaire count or power consumption Conventional General ODOT projects scoped for lighting will generally specify whether conventional or high-mast units are to be used in the design. Currently, conventional units refer to a cobra head roadway fixture mounted on round tapered poles at a mounting height of nominally 30 to 50 feet. The units are widely used, readily available and economically attractive Mounting Height and Wattage The standard mounting height and luminaire rating combinations used by ODOT can be found in Table The designer should always check with the maintaining agency for mounting height and luminaire rating preferences due to replacement stock standardization. The designer should also note that the mounting height and the support height (as defined in the HL Series of the Traffic Standard Construction Drawings (SCDs)) may differ, depending on the pole base type required, and affects the Item Description/Light Pole Design Number, used in the construction plan Lighting General Summary Spacing In designing a lighting system, maximizing spacing of luminaires consistent with good illumination design should be emphasized. From the standpoint of economy and safety, the minimum number of luminaires and supports should be used while satisfying the illumination quantity and quality criteria. Spacing of lighting units will be influenced by mounting heights, lamp sizes, luminaire arrangements, uniformity ratios, illumination levels (footcandles), and special roadway features such as variable pavement widths, sign supports, bridges and other structures, intersection, ramps and utility locations. Luminaire spacing is calculated using the following equation: Revised July 17, 2015) October 23,

74 1100 HIGHWAY LIGHTING Traffic Engineering Manual Luminaire Spacing = LL x CU x LLD x LDD E h x W Where: LL = Initial lamp lumens CU = Coefficient of utilization LLD = Lamp lumen depreciation factor LDD = Luminaire dirt depreciation factor E h = Average maintained level of illumination, footcandle W = Width of lighted roadway, feet As this formula is usable in both the English and metric systems of measure, either units can be used. The resultant luminaire spacing will, of course, be obtained in units corresponding to the system units used. In general, luminaires should be located along the right in the direction of travel. On undivided highways and streets, the use of one-sided arrangements should be limited to pavement having overall widths of less than 1.25 times the mounting height Pole Location Lateral Placement See L&D Manual Volume 1, Section 600 for lateral placement requirements. Where guardrail is not provided, the normal offset distance of the pole from the edge of pavement may be the same as if guardrail were provided if frangible bases are used in accordance with the latest AASHTO safety requirements. For improved safety, where the typical section of the roadway will allow a greater setback, poles should be located farther from the pavement edge, consistent with available bracket arm lengths and frangible base capacities Bracket Arm Length Currently, conventional light poles are available with extended bracket arm lengths of 18, 20, 25 and 30 feet. These are in addition to the standard lengths of 4, 6, 8, 10, 12 and 15 feet. Poles with increased arm lengths should not be used intermittently except in unusual circumstances, such as may occur in a flare guardrail area in which the guardrail is not readily adjustable to accommodate the lighting units. In general, in the interest of consistency, increased setbacks should not be used for less than 5 or 6 pole spacings. The bracket arm length should normally be no less than the pole offset; however, in certain situations such as on the inside of a sharp curve (i.e., on a loop ramp), better distribution will result from setting the light source slightly inside the vertical projection of the pavement edge. The actual bracket arm length and pole offset from the pavement should be established after a careful review of the pavement geometry. Typical bracket arm lengths for given pole offsets from the edge of pavement can be found in Table High Mast ODOT projects scoped for high-mast lighting generally utilize 400 watt high pressure sodium fixtures mounted on 70-foot or higher poles. Fixtures may be symmetric (IES Type V), asymmetric (IES Type II or III), or asymmetric long and narrow (IES Type I). Each high-mast pole supports two to six luminaires in a symmetrical arrangement. See C&MS October 23, 2003 Revised July 17, 2015

75 1100 HIGHWAY LIGHTING Traffic Engineering Manual for additional information on luminaires for light towers Low Mast An ODOT project utilizing a low-mast lighting system is made up of 50-foot poles supporting single 400 watt high pressure sodium fixtures. The fixture is generally symmetric (Type V) and is supported by a Style III or shepherd s crook pole (see Traffic SCD HL ) which is barrier-mounted between opposing lanes of traffic. This method is ideal for lighting sections of freeway with three to five lanes of traffic in each direction without the daytime visual clutter of twin-arm conventional units or the nighttime light trespass to areas adjacent to the roadway resulting from high-mast units Decorative Occasionally, a project will require the use of decorative poles and fixtures in order to maintain or establish the aesthetics of an area, such as replacement of a bridge in an area already utilizing fluted post-top units, or lighting the pedestrian/picnic areas of a rest area or Welcome Center. Since most projects requiring decorative poles will be in an urban (i.e., curbed) area, the minimum offset to maintain 2 feet minimum lateral clearance from curb face will apply, with consideration given to overhead and underground utilities. Decorative post-top pole placement in the pedestrian/picnic area of a rest area varies with the individual layout, but an offset of 5 feet from the edge of the sidewalk is often used Partial Lighting Interchange - General Information Partial lighting is the process of lighting only the parts of the interchange that are considered most critical to the night driver. Partial interchange lighting implies that later stages of more fully developed lighting are not anticipated during the expected life of the initial system. Partial interchange lighting will generally apply in rural areas, and occasionally in suburban areas, to the lighting of interchanges on otherwise unlighted freeways for which ADT traffic satisfies warrants under Case PIL-1 or Case PIL-2 (see Table ). Lighting provided under this concept will generally be limited to diverging lanes, merging lanes and ramp intersections as described in the following section. The following information is intended to provide guidance in determining the number and locations of lighting units for partial interchange lighting. The procedures outlined are generally applicable under the conditions stated; however, it does not necessarily follow that lighting at a given level will automatically be approved simply because conditions satisfy the warrants. The typical luminaire arrangement for partial interchange lighting as shown in Figure should be used in the following situations. 1. All diverging roadways, including exit ramps, ramp divergences, directional roadways, etc., should be lighted, particularly in the gore point areas. Normally, four units will suffice for partial lighting; however, when the taper is shorter than the normal unit spacing, the unit at the beginning of the taper may be omitted. 2. All converging roadways, including ramp acceleration lanes, ramp convergences, directional roadways and C-D roads, should be lighted. Normally, three units will suffice for partial lighting; however, the number of units may be adjusted in proportion to the taper length when it varies substantially from the standard 1200-foot ramp entrance length. 3. Combined accel-decel lanes (weaving lanes) should be lighted as combinations of the above two treatments. The seven units normally used may be adjusted to a fewer Revised July 17, 2015 October 23,

76 1100 HIGHWAY LIGHTING Traffic Engineering Manual number depending on the length of the lane. 4. All ramp intersections with crossroads and all crossroad intersections within the general interchange area should be lighted in accordance with typical arrangements shown in Figure In general, key unit locations for ramps are controlled by their speed change lanes and/or their intersections with side roads. However, overpasses and underpasses are not uncommon on ramps, and it will be necessary to adjust unit spacing in such cases to accommodate the various structure related items (see Section ). On partially lighted interchanges, the ramp proper is usually left unlighted for the initial installation; however, where loop ramps are involved, and the loop is entered from roads with high operating speeds, full loop ramp lighting may be provided. The first unit on an exit ramp is normally placed 195 feet from the key unit on the deceleration lane. This normal spacing should be adjusted downward to provide a uniform spacing for the ramp units ahead. On curving ramps of short radius, for luminaires mounted on the inside of the curve, the spacing should be 0.55 times the normal straight line spacing; and for luminaires on the outside of the curve, the spacing should be 0.70 times the normal straight line spacing. Where ramp merges with the mainline are gradual and space between the mainline and ramp pavements is limited, or where a narrow median not feasible for the location of lighting units is used to separate a collector-distributor road from a nominal two-lane directional roadway, the mainline must be lighted from units mounted along the right of the ramp (in the direction of travel) or C-D road. Under such circumstances, the ramp units should be at least of the same type, size and mounting height as the normal mainline units. Spacing for such units should be based upon a theoretical pavement width which includes the space between the merging pavements, i.e., the total width from the left edge of the mainline pavement to the right edge of the ramp or C-D road pavement. Key unit locations for acceleration lanes or merging pavements should be at the point of the convergence of the right edge of mainline traveled pavement and the left edge of the subordinate traveled pavement (oriented in the direction of travel). At deceleration lanes or diverging pavements, the key unit location should be 40 feet in advance of the transverse joint which ends the gore area traveled pavement. Key unit locations for combined accel-decel lanes and for relatively short auxiliary lanes should be treated at each end in accordance with the above, and reference should be made above for lighting the mainline pavement from the right of the added lane. When calculating lighting unit spacing along tapers or variable width pavement, the pavement width at the key location (as located in the above discussion) should be used to determine the spacing for the succeeding, or second, location. The spacing from the second to the third unit should be determined from the pavement width at the second unit position. The spacing from the third to the fourth unit should be determined from the pavement width at the third position, and so on, until the pavement width and the spacing become uniform. The following procedures should be followed in establishing key unit locations and subsequent spacing for partial interchange lighting. 1. Normally, the key unit location at the entrance nose for a ramp or merging lane will be installed in the future (see Figure ). The unit spacing to the second unit (or first unit to be installed initially) should be computed on the basis of the pavement width at the entrance nose. The spacing calculations should then be continued, as discussed previously in this section, proceeding toward the end of the acceleration taper, and October 23, 2002 (July 17, 2015)

77 1100 HIGHWAY LIGHTING Traffic Engineering Manual alternating the initial and future units until the desired unit locations for the initial installations have been satisfied. If the entrance nose occurs on or immediately adjacent to a bridge, the nose unit should be installed initially, and the alternating of future and initial units as shown in Figure should be reversed (i.e., units labeled F should be installed initially, and vice versa). 2. For exit ramps or diverging lanes, the key unit should be installed initially at a point 40 feet in advance of the gore point as shown in Figure From this key unit location, spacing calculations should be continued toward the beginning of the exit taper, using the pavement width at the key location to determine the spacing to the second (future/full) location. Using the pavement width at that location as a basis for spacing to the next unit (future/full) location, the process should be repeated as necessary as previously discussed for tapered areas. The unit within the tapered area nearest the beginning of the taper should be installed initially, as shown in Figure Reference should also be made to Figure for location of the first mainline unit beyond the exit gore and for spacing along the ramp proper. 3. Lighting units at ramp intersections should be installed with the initial lighting project (see Section ). 4. Unit locations for future/full lighting on interchange separation structures or other major structures within the interchange area should be determined as discussed in Section , and grounding, conduit, pilasters, etc., for these units should be provided with the initial bridge construction to facilitate the future addition of bridge lighting Diamond Interchanges An illustration of partial lighting applications to a basic diamond interchange is shown in Figure Partial Cloverleaf and Cloverleaf Interchanges For the intersections to work safely they should be designed properly with channelization to discourage/prohibit wrong movements, adequate signing to reaffirm the design, and lighting to give the driver the ability to see the geometry of the intersection. At partial cloverleaf interchanges, in addition to the merge-diverge areas and the intersections with the highway, critical points include the loop ramps. Full cloverleaf interchanges generally do not involve partial lighting since most of the interchange is composed of critical areas Intersection Partial lighting will alert the driver to an approaching intersection. In general, all lighting units for intersections may be considered key units. Severely skewed intersections, or those having more than four approaches, will require special consideration to assure that the apron areas and traffic control devices are discernable at night and that appropriate lateral clearances are available in the interest of safety. Unit locations for the more common intersection types are as follows: 1. On two-lane road intersections, including T intersections, use two units - one to the right (in the direction of travel of the higher-volume road) and 40 feet beyond the far edge of the intersecting pavement, or at the point of curvature (PC) of the far radius return of the intersecting pavement; and the other in a similar manner for the opposite direction of travel. These locations may require adjustment if the normal design spacing is exceeded (for a continuously lighted roadway) or if the light pole is to be used in combination as a support for traffic control devices. 2. Intersections on four-lane roads will generally require four units - one in each quadrant (July 17, 2015) October 23,

78 1100 HIGHWAY LIGHTING Traffic Engineering Manual to the right (in the direction of travel) at the PC or 40 feet beyond the intersection, whichever is greater (the intersection is considered to be the theoretical point where the projected edges of the two pavement edges in a given quadrant would intersect). 3. At channelized intersections or where turning roadways are involved, such as at ramp intersections with multiple-lane side roads, lighting units should be located so as to illuminate protected turning lanes, approaches to divided areas or traffic islands, and at radius points as discussed above. Figure illustrates typical luminaire placement for intersections. Key unit locations in such situations may be similar to those discussed for merging and diverging pavement gores in Section Using a single light source at an intersection is generally undesirable because it may create a brightness barrier. This brightness barrier is the same problem we experience when we attempt to see beyond the headlights of an oncoming vehicle. Multiple light sources at an intersection increase the lighted area and reduce the need to see beyond until the driver is inside the lighted area looking out Combination Supports In the interest of reducing costs and the number of support poles in intersection areas, light poles and traffic signal or overhead sign supports are often combined when practical. This practice is encouraged to minimize the clutter effect of numerous supports which could hamper sight distance and increase the opportunity for vehicle impact with obstacles. The designer should always check with the maintaining agency of the traffic signals prior to combining signal/light poles. This is especially important if the lighting system is 480 volts. Many agencies do not desire signal maintenance crews working with live high voltage lighting cables in the signal poles, pull boxes and conduits. In this event, the designer should attempt to maintain at least 10 feet separation between signal and lighting supports for aesthetic reasons, if possible. If combination signal/light poles are to be used, the signal and lighting designer(s) should carefully locate the supports so as to satisfy traffic and lighting needs, such as pedestrian push button and signal indication locations, vehicular signal locations, mast arm length, luminaire location and bracket arm length Full Lighting Interchange On simpler interchanges, it is assumed that the driver will be able to visualize the layout of the interchange by viewing the critical points. When interchanges become more complicated such that the driver will need to be able to see the ramps, turning roadways, and the various elements of the interchange to get the visual picture, it may be necessary to light the entire interchange. This is known simply as complete or full interchange lighting. Full interchange lighting is generally associated with freeways and expressways where the mainline is lighted; however, it can be used in rural or suburban locations where there is a need to light the interchange, but not necessarily a need to light the mainline. In such instances, the need usually arises from the complex nature of the interchange. With conventional lighting, luminaires are located at regular spacings along the ramps and turning roadways of the interchange. High-mast lighting is often used, especially at large or complex interchanges for the economic, safety and aesthetic reasons mentioned in Section High-mast unit locations vary with every interchange due to the geometrics; however, along the on and off-ramps, they are generally located on the outside (driver s right side) of the ramp. At interchange intersection areas, the high-mast units are usually best located inside the interchange. The latest interchange configuration, the Single Point Urban Interchange (SPUI), generally utilizes full interchange lighting due to the extremely wide intersection area with the crossing arterial and the unfamiliar geometrics involved. High-mast units are ideal for this October 23, 2003 (July 17, 2015)

79 1100 HIGHWAY LIGHTING Traffic Engineering Manual application Street Instead of partial lighting along a street (i.e., intersection lighting, as discussed in Section ), continuous or full street lighting may be required for a project. First, the pole arrangement and spacing must be determined based on the street width and illumination level, as discussed in Section The one-side, staggered and opposite arrangements (Figure ) are used when it is impossible or inadvisable to use a median-mounted configuration. The choice among the three options depends mainly on the width of the facility to be lighted. The one-side arrangement is for narrow, one-way streets; two-way, two or three-lane streets; and other situations where the street is no wider than one to one and a half times the mounting height of the luminaire. The staggered arrangement is for streets of medium width (one and a half to two times the mounting heights). The opposite arrangement is used for streets which are extremely wide and where medians are too wide to effectively accommodate median lighting. In this latter case, the arrangement is actually two independent one-side arrangements. Once the arrangement and spacing have been determined, the critical or key units at the intersections are chosen as shown in Section Finally, the pole locations between intersections are determined based on the arrangement and calculated spacing, with minor spacing adjustments as needed Specific Cases Exit and Entrance Gores See Section for information about lighting exit and entrance gore areas Intersections In general, all lighting units for intersections may be considered key units. In the interest of reducing costs and the number of support poles in intersection areas, light poles, traffic signal, or overhead sign supports, are often combined when practical. This practice is encouraged to minimize the clutter effect of numerous supports which could hamper sight distance and increase the opportunity for vehicle impact with obstacles. Severely skewed intersections, or those having more than four approaches, will require special consideration to assure that the apron areas and traffic control devices are discernible at night and that appropriate lateral clearances are available in the interest of safety. Unit locations for the more common intersection types are as follows: 1. Two-Lane Road - On two-lane road intersections, including T intersections, use a minimum of two units: a. One to the right in the direction of travel on the higher-volume or through roadway, and 40 feet beyond the far edge of the intersecting pavement, or at the PC (point of curvature) of the far radius return of the intersecting pavement, and b. The other unit is placed in a similar manner for the opposite direction of travel. These locations may require adjustment if the normal design spacing is exceeded (for a continuously lighted roadway) or if the light pole is to be used in combination with a support for traffic control devices. 2. Four-Lane Road - Intersections on four-lane roads will generally require four units: One in each quadrant to the right in the direction of travel at the PC (point of curvature), or 40 feet beyond the intersection, whichever is greater. The "intersection" is considered to be the theoretical point where the projected edges of the two pavement edges in a given quadrant would intersect. (July 17, 2015) October 23,

80 1100 HIGHWAY LIGHTING Traffic Engineering Manual 3. Channelized Intersections - At channelized intersections or where turning roadways are involved, such as at ramp intersections with multiple-lane side roads, lighting units should be located so as to illuminate protected turning lanes, approaches to divided areas or traffic islands, and at radius points as discussed above. Key unit locations in such situations may be for merging and diverging pavement gores. Also see Section for information about highway lighting at intersections Bridges Over Highways Light poles on overpasses should be located as near to piers as possible to reduce pole vibration, and midway between construction joints where feasible. If abnormal pole vibration is anticipated, consideration should be given to the use of special pole mountings such as pier cap extensions or other structural modifications; or special padding material may be desirable between the pole base and pilaster support to dampen the effect of vibration. Lighting units should not be installed within approach slab areas, nor within 10 feet of approach slabs. When the length of the bridge and approach slabs, plus the 20 feet for approach slab clearance, results in a length less than the design spacing for the lighting, the lighting units should be located uniformly at each end of the structure. If a staggered arrangement is being used, the units should be located at the far end of the structure on the right in the direction of travel. When the length of the bridge and approach slabs, plus the 20 feet for approach slab clearance, results in a length greater than the design spacing, the first lighting unit associated with the structure must be located at least 10 feet in advance of the beginning of the approach slab. Subsequent units should follow design spacing across the bridge. See Figure for overpass key unit locations Pedestrian Bridges Generally, all pedestrian bridges should be lighted. Since approaches to pedestrian bridges are not always accessible to maintenance vehicles, and since pedestrian bridge lighting is highly susceptible to vandalism, special consideration should be given to the location and protection of this type of lighting design Overhead Signs See Section for information about lighting overhead signs Street Trees Since many projects involve modifying the typical section of an urban or suburban roadway and include the replacement or addition of street lighting and street trees, coordination in the placement of the light poles and street trees is essential. The location and spacing of the light poles is of primary concern. Street trees can then be placed between pole locations with adequate spacing from lighting units to allow for the illumination of the pavement. Consideration should be given to mounting height, bracket arm length and type of tree, as well as the tree trimming maintenance issue Underpasses Underpass luminaires may be required beneath any structure whose transverse width (between outer edges of parapets) is 75 feet or more. For underpass lighting design purposes, twin structures having less than 40 feet between adjacent parapets should be considered as a single structure. When the separation between twin structures is between 40 and 60 feet, consideration should be given to the use of post-mounted underpass units October 23, 2003 (July 17, 2015)

81 1100 HIGHWAY LIGHTING Traffic Engineering Manual located between the two structures at a mounting height of approximately 20 feet. Occasionally, skewed structures less than 75 feet in width will require underpass units, especially where the omission of such units would result in a serious compromise of the uniformity criteria. Underpass lighting may be required when a structure prevents adjacent roadway units from providing lighting on the roadway beneath the underpass to the average intensity and uniformity of that provided for the roadway outside of the underpass. Each underpass must be evaluated on its own merits. However, installations employing luminaire mounting heights of 50 feet or less with underpasses whose length (structure width) is less than 1.5 times the luminaire mounting height and which are located in the middle third of the space between the roadway luminaires will not normally require underpass lighting units. Adjacent underpasses may be located in such proximity that the roadway beneath the underpass structures must have supplemental lighting during daylight hours. In these cases, guidance will be found in the IES s Recommended Practice 22 (RP-22). This possibility should be considered when the length of the underpass exceeds 80 feet. When underpass luminaires are not required, and the conventional unit mounting height exceeds the vertical clearance of the structure, lighting units should be provided in advance of and/or beyond the outer edge of the parapet of the overpassing structure at a distance conforming with the following conditions: Mounting Height Feet Distance from Light Unit to Parapet Feet When a staggered arrangement is used, luminaires should be located to the right in the direction of travel at the exit end of the underpass. When the above separation distance cannot be provided, the designer should check the need for glare shields to protect the overpassing traffic. When underpass luminaires are used, their effect should be considered relative to adjacent conventional units, and distances between the overpassing structure parapets and the nearest conventional units should be established accordingly. When the overpassing structure clearance is greater than the mounting height, conventional highway light poles may be used under the structure, or the units may be mounted on piers or abutments. Under such circumstances, the above distances need not apply. See Figure for underpass key unit locations Tunnels The goal of tunnel lighting is to provide for good driver visibility and a safe environment within a tunnel, day and night. The many factors that contribute to or detract from visibility need to be identified and their specific importance determined for each tunnel. The factors include: 1. Characteristics of the roadway approaches. 2. Characteristics of the tunnel roadway, walls and ceiling. 3. Characteristics of the area surrounding the tunnel portal. Revised July 17, 2015 October 23,

82 1100 HIGHWAY LIGHTING Traffic Engineering Manual 4. Atmospheric and environmental conditions. 5. Characteristics of vehicular traffic operations. 6. Orientation of the tunnel with respect to sun and sky. Since the need for design of tunnel lighting is rare in Ohio, the designer should reference the American National Standard Practice for Tunnel Lighting (ANSI/IES RP-22) for an in-depth discussion on how these factors relate to each other. The publication contains information that will assist in determining lighting needs, providing solutions and evaluating resulting visibility within vehicular roadway tunnels Median Mounted When median-mounted lighting is used, the system will require supplemental units along the outside of the roadway when the effective width of the directional pavement is excessive. For example, if the directional pavement exceeds 48 feet, and a 40-foot mounting height is used, supplemental units will be needed; or if the directional pavement exceeds 60 feet and a 50-foot mounting height is used, supplemental units should be added. High-mast units can also be very effective along freeways when median mounted, either in a grass median with proper lateral clearance or barrier mounted Placement Adjustments Once all pole locations have been determined for a given design area, individual poles may require slight adjustment longitudinally or laterally to avoid interference with utilities, minor structures (e.g., catch basins, headwalls), drive aprons and ditches. In urban areas where building faces are often at the back of the sidewalks, attention should also be given to doorways to buildings, overhead canopies and signs, basements and utility vaults under sidewalk areas, and heated sidewalks. Such adjustments should normally not exceed a 5 to 6-foot shift per location Circuit Design General Proposed circuitry, including service pole locations, is a basic requirement of any lighting system. The following sections reflect general ODOT standard materials and methods; however, the lighting designer should always check with the specific District (or local maintaining agency) for confirmation of standards or preferred alternate materials and/or methods Voltage General Generally, lighting systems maintained by ODOT are 480-volt systems. Occasionally, stand-alone intersections utilizing combination poles will be lighted using 120 volt fixtures. If the maintaining agency is other than ODOT, the system voltage must be determined early in the design process Voltage Drop After formal approval of proposed service pole locations has been obtained from the power supplying agency and the proposed lighting layout has been approved by ODOT for detailed design, voltage drop calculations should be completed and included in the Stage 3 review submittal. The calculations should indicate the voltage at each lighting unit, at each lighted sign installation, at each wye in each circuit, and at the end of each circuit October 23, 2003 Revised July 17, 2015

83 1100 HIGHWAY LIGHTING Traffic Engineering Manual The allowable voltage drop in each circuit is 5 percent. Reference should be made to Figure for a sample voltage drop calculation for a 480-volt, two-wire grounded neutral system (current ODOT standard is 480-volt, three-wire grounded neutral) Control Center General The principle type of lighting control center used by ODOT is the pole-mounted type with the photoelectric control mounted near the top of the wood pole. The designer should contact the individual District (or maintaining agency) to determine if a meter is required Load As part of the construction plan preparation, the designer should include a Control Center Data chart (Figure ) with all the required information. Details of the enclosures and how they are wired and mounted are shown in the Traffic SCD HL Series Location Service facilities should be located outside interchange areas, but within right-of-way limits. Where safety criteria applies, the supporting poles should be located more than 30 feet from the edge of the traveled pavement. Special care should be taken in the location of service facilities to assure reasonable accessibility by maintenance personnel and equipment during wet weather. Areas such as at the toe of a steep slope below the access roadway and deeply swale areas should be avoided, especially if they are subject to temporary flooding or drifting snow. Cross section data and right-of-way information shall be examined for each service pole and control center location to facilitate evaluation of its suitability relative to adjacent terrain. Each location shall also be formally cleared with the power supplying agency, and copies of all correspondence relative to electrical service shall be furnished to the District reviewing the lighting plan. During the initial contact with the power supplying agency, special offset requirements for service poles should be discussed, the supplying agency s system power requirements should be determined, and policies with respect to secondary lightning arrestor locations, grounding, metering, etc., should be clearly understood. Where local governmental agencies require that service pole areas be enclosed by fence, the designer should determine if grounding of the enclosure fence is required Cable General All new or completely replaced lighting systems maintained by ODOT shall be three-wire systems utilizing distribution cable rated at 5000 volts (maximum operating voltage under 2005 NEC of 2400 volts). On projects that are within existing lighting systems, the new distribution cable should match the existing distribution cable Cable Size The preferred size of circuit cable is No. 4 AWG. If necessary to avoid an excessive voltage drop, larger cable may be used between the control center and the first lighting unit within a given circuit. If this procedure still results in a voltage drop exceeding 5 percent, the circuit cable size should be increased to No. 2 AWG, or larger in rare instances. Uniformity in circuit cable size and type of connector kit is highly desirable in a given project area. Reference should be made to Section for documentation requirements for circuitry voltage drop calculations. Pole and bracket cable, used and itemized separately with conventional units, should be No. 10 AWG and extends from the connector kits in the pole base to the lighting fixture. Revised July 17, 2015 October 23,

84 1100 HIGHWAY LIGHTING Traffic Engineering Manual Cable Type There are two types of circuit cable, distribution cable and duct cable. Distribution cable is single conductor wire with polyethylene insulation, while duct cable is a factory preassembled cable in a coilable, high-density polyethylene pipe-type duct (typically 1.5- inch diameter) with the specified number and size of insulated conductors Cable Applications Duct cable is often used within an interchange area since it is easily installed, cost efficient, and there is generally a reduced risk of it being disturbed since the interchange is within limited access right-of-way. Duct cable is generally not used along a highway where sign post installation, utility work, plantings and new curb/driveway cuts are apt to damage the cable. Distribution cable is installed in conduit (Section ) along highways, under streets and ramps, and through bridges and concrete barrier Conduit Conduit Type Buried conduits should generally be rigid ferrous metal without encasement, including those which are specified for embedment in structure concrete; however, under the following conditions, buried conduits should be concrete encased: 1. Between primary service sources and distribution transformers. 2. Circuit interconnections on embankment slopes adjacent to separation structures. 3. On any slope steeper than 3: Conduit Size The a list of conduit sizes appropriate for the usage indicated can be found in Table ; however, the nominal size may be increased where necessary to provide adequate space for the circuitry proposed Conduit Fill The required conduit size is determined by the number and sizes of cable to be contained in the conduit. The conduit should not be filled to more than 40 percent. The fill areas are determined by adding the cross-sectional areas of all cables to be contained in the conduit and compared to the 40 percent fill area of the conduit Splice Types Connections Unfused Permanent Connections unfused permanent are used in pull boxes to splice circuit wires together in the following situations: 1. Where a circuit branches. 2. Where a circuit enters the pull box adjacent to a lighted sign installation. 3. Where a circuit must change from duct cable to distribution cable (e.g., on either end of a structure and at the base of the service pole). Although the connections are water resistant, connections in pull boxes should be kept to a minimum due to the inherent moisture problems which result October 23, 2003 (July 17, 2015)

85 1100 HIGHWAY LIGHTING Traffic Engineering Manual Connections Non-Permanent Connections of several types, are described in C&MS 725. The most routinely used connections are the fused and unfused pull-apart types, used to connect circuit cable with the pole and bracket cable in a conventional or post-top light pole base Pull Box General The ODOT standard pull box is detailed on Traffic SCD HL The 18-inch diameter pull box is intended for one circuit or for a maximum of three connections; and the 24-inch diameter pull box is intended for two or three circuits, or for a maximum of six connections. If more than three circuits are involved, consideration should be given to the use of two boxes or a box of special design. Pull boxes, when used, are generally located within the alignment of the normal longitudinal trench. City standard pull boxes may be used where consistent with the practices and policies of the maintaining agency. In general, the use of pull boxes is discouraged because experience has indicated that inherent moisture problems results in more disadvantages than advantages. If flow lines within approximately 20 feet of a pull box location will permit drainage, a positive drainage system using 4-inch shallow underdrains, should be installed Pull Box Types The ODOT standard pull box is concrete (C&MS ); however, plastic (C&MS ) may be used in urban lawn areas where there is no chance of vehicles driving over the box. Steel pull boxes, although used in highway and interchange areas in the past due to their low cost, are no longer used because of the lids being difficult to secure in place. The pull box then fills with water and debris and/or becomes a safety issue with mowing equipment and maintenance personnel Placement Acceptable locations for pull boxes are as follows: 1. At the base of a pole used to mount a control center or disconnect switch, if located lower than the roadway proper. 2. At each end of a structure which carries electrical utility lines across the structure (approximately 10 feet beyond the ends of the parapet). 3. At the conduit riser for underground lighting circuits. 4. For connection of illuminated signs or underpass lighting to a lighting circuit. 5. At any split or tap in a lighting circuit that cannot be provided in the transformer base of a light pole. 6. At a minimum, at one end of a conduit jacked under pavement. In urban areas, the designer should avoid placing pull boxes within curb ramps, curb ramp landing areas, or too close to intersection radii where large turning vehicles will disturb the pull box or cover Junction Box Junction boxes, as detailed in Traffic SCDs HL and HL-20.14, are intended for use in concrete barrier and on structures, respectively. The designer should check with the District Revised July 17, 2015 October 23,

86 1100 HIGHWAY LIGHTING Traffic Engineering Manual before using them. There is some concern that unless structure junction boxes are required for cable pulling purposes due to an excessively long conduit run (in excess of 300 to 400 feet), junction box lids end up missing because of screws becoming loose, and screws lost or not replaced during maintenance operations. The box becomes an easy access point for water, rodents and debris Trenching General The normal longitudinal trench alignment for distribution cable or duct-cable installations will be parallel to the controlling pavement edge or base line and in a direct line from pole to pole, as detailed on Traffic SCD HL Trench in Paved Areas - Jacking When circuits require crossing under existing ramp, mainline or arterial pavement open to traffic, steel conduit (3-inch minimum diameter) is often jacked or pushed under the pavement to minimize disruption to traffic and the pavement itself. Push pits must be dug behind guardrail or beyond the back of the paved berm, as shown on Traffic SCD HL Concrete pull boxes are usually installed at the ends of the jacked conduit for cable splicing purposes Trench in Paved Areas - Open Cut The alternative to jacking conduit under pavement is laying conduit in an open cut trench. This method is used when conditions are such that finding areas for push pits is difficult because of numerous utilities, right-of-way constraints, walls, sidewalks, etc., or if construction phasing is such that traffic can be satisfactorily maintained when trenching. In paved areas either a T trench or narrow slit type trench is used as shown in Traffic SCD HL The cost of open cut trench (including conduit and replacement backfill and pavement) is generally one-third more than jacking the same size conduit Foundations Foundation Types Conventional General The standard conventional light poles is a transformer base type. All poles located within 30 feet of the edge of traveled pavement shall include a cast aluminum transformer base meeting current AASHTO safety requirements for frangibility, with the following exceptions: 1. Poles located along streets or roadways with design speeds less than 40 miles per hour and with adjacent pedestrian traffic shall be mounted on steel transformer bases. 2. High-mast (tower) poles, and light poles mounted on concrete barrier medians or certain walls and structures, shall be anchor base types. 3. Light poles located on bridges shall have steel transformer bases Drilled Shaft Since roadways are normally constructed on stable subgrades, foundations for conventional light poles may be designed for the following minimum depths unless unstable soil conditions are suspected: October 23, 2003 Revised July 17, 2015

87 1100 HIGHWAY LIGHTING Traffic Engineering Manual Light Unit Mounting Height Feet Median Mounted Min. Foundation Depth Feet Less than Conventional light poles mounted on concrete barrier median shall be anchor base poles. The poles shall have drilled shaft foundations as shown above except that the depth shown shall be the depth extending below the base of the median barrier. The SCDs show additional details. Traffic SCD HL is available for use on projects where the height of an existing concrete median barrier is being increased by at least 8 bolt diameters. It allows for the extension of existing anchor bolts using a coupling nut. This drawing does not constitute a general foundation and/or anchor bolt repair method; such methods shall be developed on a project-specific basis by a qualified structural engineer Pilasters Conventional light poles mounted on a bridge shall have steel anchor bases and are mounted on a projection beyond the normal outside face of parapet, or pilaster. Poles on pilasters should be located as near to piers as possible to reduce pole vibration. Where fencing separates the lighting pilaster from the bridge proper, a suitable handhold should be provided in the fencing to allow access to the pole handhole High Mast General Since light towers are usually located more than 30 feet from the traveled roadway, it is unlikely that the compaction for the roadway would have the same influence as for conventional light pole sites. Consequently, the design of foundations for towers will require a procedure involving soil classification at the site. Where soils profiles and/or reasonably accurate soils data are available from existing highway plans or other reliable sources, the soil classification and related foundation design process may proceed without the need for individual soil borings at each proposed site. However, designers are expected to exercise prudent engineering judgment in the event there is reason to suspect that existing soils information is not reliable for the tower site or if the information available indicates that the allowable lateral soil resistance is not compatible with design guide tables and charts. In such cases, individual soils borings should be obtained for each tower site which is suspect, and specific designs should be prepared for each tower foundation. Reference should be made to the suggested procedure for light tower foundation design in Section This procedure is applicable to projects where reasonably reliable soils data is available Maintenance Platforms and Grade Flattening Maintenance platforms and grade flattening have been found to be traps for debris. The steepened slopes above and below the flattened area or the diversion of water along the wall of the platform are sources of slope erosion. These areas also require the manual trimming of vegetation since chemical control only leaves bare ground which is even more susceptible to erosion. These negative aspects and the resulting Revised July 17, 2015 October 23,

88 1100 HIGHWAY LIGHTING Traffic Engineering Manual increased maintenance are more detrimental than the nicety of the flat area about the base of the high-mast lighting unit. Therefore, the use of these features is no longer recommended Median Mounted Light towers mounted on, or more correctly, incorporated into, concrete barrier median are treated similar to overhead sign supports. Their foundation size (usually 36-inch diameter) requires a widening of the median barrier by use of 40-foot transitions as shown in the Roadway SCDs. When considering median-mounted tower lighting, the designer must consider the shoulder width on either side of the median. An adequate width shoulder must be available for the maintenance vehicle and the lowering of the luminaire mounting ring Low Mast General Generally, low-mast lighting (defined as a single high-mast luminaire or as a dual-high mast luminaire (2-foot offset) mounted on a pole with a 50-foot nominal mounting height) requires a 2-foot diameter by 10 feet deep foundation in non-sloping areas. Deeper foundations should be considered in steeper sloping areas or areas of poor soils Median Mounted Low-mast units are frequently mounted on concrete barrier median separating twolane groups of traffic each having three or four lanes plus shoulders. The anchor base units utilize a rectangular pole base plate mounted on top of 50-inch barrier. The foundation extends 10 feet minimum below the base of the barrier as detailed in Traffic SCD HL Decorative Decorative poles should be looked at on an individual basis when determining foundations. Often, the standard 6, 8 or 10-foot depths can be used for poles 50 feet in height or less with possible modifications of the formed top 6 inches to accommodate larger decorative bases or sidewalk paver areas. Foundations for decorative units over 50 feet in height should be determined by a soils engineer furnished with soils information, pole heights and luminaire weights, quantities and effective projected areas Locations Conventional Along uncurbed sections of roadway, the normal location of conventional light poles is 6.5 feet behind the face of guardrail. Where guardrail is not provided, the normal offset distance of the pole from the edge of pavement should be the same as if guardrail were provided, and frangible bases should be used in accordance with the latest AASHTO safety requirements. In curbed areas, the normal location of conventional light poles is 2.5 feet behind face of curb (2 feet minimum clear), but no closer than adjacent utility poles near the curb. For improved safety, where the typical section of the roadway will allow a greater setback than normal, poles may be located farther from the pavement edge, consistent with available bracket arm lengths October 23, 2003 Revised July 17, 2015

89 1100 HIGHWAY LIGHTING Traffic Engineering Manual High Mast General High-mast units must have 30 feet minimum clearance from the edge of pavement/traveled way (i.e., painted edge line) on freeways and expressways in the absence of guardrail. A 40-foot clearance is preferred if maintenance access is not compromised. The designer should be aware of culverts, ditches, fences, right-ofway/limited access limits, and underground and overhead utilities when selecting highmast pole locations. Guardrail should not be installed solely to protect a high-mast unit unless absolutely necessary as the guardrail itself becomes an object for road users to strike. If guardrail or concrete barrier will be required to protect bridge columns or overhead cantilever or truss signs, the guardrail may be extended no more than 75 feet to include a high-mast pole Maintenance Platforms The use of maintenance platforms is discussed in Section When used, the clearance from the edge of pavement to the nearest edge of the platform wall must conform to the minimum offsets in the ODOT L&D Manual Volume Low Mast Unless mounted on concrete barrier median, low-mast units may be mounted on breakaway transformer bases or anchor bases, in which case, offsets must comply with those described for conventional poles (Section ) or high-mast poles (Section ) as appropriate Decorative Since most projects requiring decorative poles will be in an urban (i.e., curbed) area, the minimum offset to maintain 2 feet minimum lateral clearance from curb face will apply, with consideration given to overhead and underground utilities. Decorative post-top pole placement in the pedestrian/picnic area of a rest area varies with the individual layout, but an offset of 5 feet from the edge of the sidewalk is often used Grounding Towers Two ground rods are required (and separately itemized in the plan) for each high-mast pole. The second ground rod is associated with the lightning protection system required with each tower Conventional General All conventional, decorative and low-mast poles require one ground rod. This includes poles mounted on concrete barrier median. Details for pole grounding are shown on Traffic SCDs HL and HL (median mounted) Pilasters Poles mounted on bridge pilasters are grounded via grounding bushings in the steel conduit to interconnect structure conduit system with structure grounding system. Traffic SCDs HL and HL provide details. Revised July 17, 2015 October 23,

90 1100 HIGHWAY LIGHTING Traffic Engineering Manual Bridges A structure grounding system (described in C&MS and detailed in Traffic SCD HL ) shall be paid with each bridge as part of the lighting plan quantities. Although the structure grounding system pay item is composed of several ground rods, cable, etc., the callout location on the lighting plan for the pay item is at the centerline station of a fixed pier Fences Where overhead power lines cross a fenced roadway right-of-way, or where overhead transmission lines rated 110 KV or higher are parallel to roadway fences and the transmission line easement is contiguous to the roadway right-of-way, the roadway fences shall be grounded as shown and described on Traffic SCD HL Suggested Procedure for Light Tower Foundation Design The following information is intended to be used in determining caisson lengths for tower foundations without the need for an extensive soil investigation at each tower location. Regardless of the type of foundation used, information on soil classifications and soil strengths which resist the lateral movement must be established for the foundation design and also to determine the lateral soil pressure. In most cases the subsurface investigations and soil borings made for the Project Soils Profile and bridges will be sufficient to determine the soils classification and strength. However, the determination of soil parameters should be made by a soils engineer. If the soil strength and classification are relatively uniform on a given project site, one value for lateral soil pressure can be used, and the need for extensive soil investigations at each tower location can be avoided. Recommended lateral soil pressure values are shown on Table In addition to the lateral soil pressure, load reactions on the tower, horizontal shear, uplift and overturning moments shall all be taken under consideration when designing foundations. The foundations shall be designed for loads equal to, or greater than, the maximum loads of the tower design, with considerations given to economics and construction feasibility. Design calculations to determine load reactions and horizontal shear on light towers shall comply with applicable AASHTO requirements as set forth in the latest issue of Standard Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals, except that the design wind load shall be based on wind speed of 90 miles per hour, with a maximum load of six luminaires, each weighing 75 pounds (35 kilograms), with a maximum actual projected area of 3.5 square feet and mounted in one horizontal plane. When the values for allowable lateral soil pressure, total lateral force, and total moment about the resisting surface of the tower have been determined, the required embedded depth can be found using the Foundation Embedment Nomograph in Table , which is based on E. Czerniak s recommendations for lateral soil pressure of various soil strengths and classifications. This nomograph satisfies foundation criteria currently used for Ohio designs and is valid for caisson type foundations where the embedded depth does not exceed ten times the foundation diameter. Values for lateral force and overturning moment must be adjusted to a value per foot of caisson width prior to using the nomograph. The normal tower foundation diameter shall be 36 inches unless the tower anchor base plate and bolt circle requires a diameter of 42 inches. Since the foundation embedment obtained from the nomograph is the depth below the resisting surface of the earth and not from the ground line, the total required foundation length can be obtained by increasing the graph value by 1 or 2 feet (0.3 or 0.6 meter). For design purposes, the foundation length determined from the graph should be increased to the next longer length that is a multiple of five (English units only). The foregoing design procedure provides a suitable design method for determining the required caisson length as functions of soil classification, shear force and overturning moment. The soils October 23, 2003 Revised July 17, 2015

91 1100 HIGHWAY LIGHTING Traffic Engineering Manual likely to be encountered have been categorized into six values of allowable lateral soil pressures. Where existing soils information will permit identification for strength and classification, it will not be necessary to use refined design procedures involving extensive soil exploration. Table presents recommended tower foundation depths calculated for structures with round tapered shafts designed in accordance with the 1975 AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals for a 90 miles per hour wind zone when supporting the following load: Six cylindrical luminaires with projected area of 3.5 square feet (C D = 0.5) and weighing 75 pounds each. One cylindrical head from assembly with projected area of 5.3 square feet (C D=1.0) and 340 pounds top latched lowering device. Revised July 17, 2015 October 23,

92 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1141 PLAN PREPARATION / PRODUCTION General The L&D Manual Volume 3 generally describes ODOT plan preparation and production guidelines and standards, including plan sheet format (sheet layout, text size, symbols, line weights, filenaming conventions, etc.). For reference, Figures S through S of the Sample Construction Plans produced by the Office of CADD and Mapping Services are sample Lighting Plan sheets. Additional information is provided in this Chapter and Chapter 1140 regarding lighting items in plans Coordination with Utilities Existing underground and overhead utility lines shall be shown in the lighting plan. Proposed utilities lines shall also be shown. Many utility companies are members of the Ohio Utility Protection Service (OUPS). Utility companies that are not members of OUPS shall be contacted individually. However, when the lighting improvement is but part of a larger project, the lighting designer should coordinate with the other designer(s) to avoid multiple requests for the same information. The power company which will be supplying power should be contacted early in the design process to confirm that power will be available at the location(s) being considered for power services. The designer will also need to obtain from the power company any company requirements for customer services along with the costs that the power company expects to bill for their work in providing each service. The designer should later confirm with the power company the details for service at each of the points finally chosen. Written documentation signed by both the designer and the power company representative should be provided in the supporting documents accompanying the review submissions Plan Composition General For a normal ODOT project, the documentation of the work to be done will consist of the Construction and Material Specifications (C&MS), the Supplemental Specifications listed on the Title Sheet of the Plans, the Standard Construction Drawings (SCDs) listed on the Title Sheet of the Plans and the Proposal. The highway Lighting Plan is usually a portion of a larger highway construction project. In such cases, the Lighting Plan will be a section of the plan for the overall improvement and listed as such in the index of sheets which appears on the title sheet. However, at times highway lighting will constitute the entire project. In those cases, items normally not included in the lighting plan must be added. Field offices, construction layout stakes and provisions for maintenance of traffic during construction are some of the things that may be needed. The lighting portion of a plan usually consists of the following subdivisions which are to appear in the order listed. 1. General Notes. 2. General Summary of Lighting Items. 3. Sub Summaries. 4. Schematic Index. 5. Plan Views. 6. Special Details. 7. Circuit Diagrams, if used. 8. Tower Cross Sections, if used October 23, 2003 Revised July 17, 2015

93 1100 HIGHWAY LIGHTING Traffic Engineering Manual A title sheet is added as the first sheet of the plan only in those projects where the only work is the highway lighting improvement General Notes General Notes should be limited to explanations required to clarify details of the proposed work which are not satisfactorily covered in the Specifications, Supplemental Specifications, Standard Construction Drawings or elsewhere in the plans. General Notes are also commonly used for standard bid items which require supplemental information not otherwise shown in the plans or specifications, such as the specific luminaires that are to be installed or the method of maintaining the existing lighting. When a pay item varies from the standard definition to the point that it becomes an as per plan item, or an item special is used to cover work for which no standard item exists, a Plan Note is required to define the work and materials that are included in the price bid for that particular item. Chapter 1142 contains Plan Notes for a number of commonly encountered situations General Summary The lighting quantities can be placed in the project General Summary under the heading Highway Lighting. However, since the lighting portion of the plan is frequently prepared separately, they are often located in the lighting section of the plan with a cross reference under the heading in the project General Summary. The format of the Highway Lighting General Summary follows that of the project General Summary. From left to right columns are used as follows: columns to the left of the sheet bring forward the subtotals from each sub-summary sheet using one column per sub-summary sheet; the next group of columns sub-totals the units by funding participation split; the final group of columns contains item number, item extension number, grand total, unit of measurement, and item description information. The ODOT Item Master (available on-line from the ODOT Design Reference Resource Center web page) is a list of commonly used bid items including the item extension number, unit of measurement and description for each item listed. Blank lines should be used to separate the line entries into groups of five lines Sub-summaries Sub-Summary Sheets compile the pay items for each node and link of the highway lighting improvement. L&D Manual Volume 3 Sample Plan Sheets, Figure S is for a sample highway lighting sub-summary sheet Schematic Index L&D Manual Volume 3 Sample Plan Sheets, Figure S is for a sample highway schematic index sheet Plan Sheets See L&D Manual Volume 3 Sample Plan Sheets, Figure S for a typical plan sheet. Plans shall be prepared using the English unit system. Plan sheets for tower lighting are usually prepared at a scale of 1:100 (1:1000). Plan sheets for other types of lighting are normally prepared at a scale of 1:50(1:500). However, lighting plans may be prepared to other scales when appropriate and agreed to by the District. Each lighting plan sheet should include the following information: 1. Pavement and paved shoulder edges. 2. Curb lines, curb ramps, raised medians and islands and painted islands or similar channelizations. 3. The beginning and the end of the tapers used at the start of each deceleration lanes. Revised July 17, 2015 October 23,

94 1100 HIGHWAY LIGHTING Traffic Engineering Manual 4. The end of each acceleration lane. 5. Bridge structures and retaining walls, including pier and abutment locations, and length of approach slabs. Include ODOT structure number when appropriate. 6. Drainage culverts and flow lines. 7. Existing and proposed overhead and underground utilities. Show width and/or boundaries of the utility right-of-way or easement and fence grounding points where overhead electrical lines are involved. 8. Type, wattage or lumen rating, and ownership of existing lighting in the project area, and planned disposition. 9. Maintenance jurisdiction boundaries. 10. Funding participation boundaries. 11. Future lighting unit locations needed to portray the coordination between adjacent improvements. 12. A north arrow, located on the upper right corner of the sheet. 13. A legend, or reference to the plan layout sheet showing the legend. The legend shall indicate by appropriate symbol the various nodes (e.g., light poles, light towers, pull boxes, junction boxes, power services, etc.) and links (e.g., conduits with distribution cable, unitized cable in duct assemblies, etc.) to be installed. 14. The location of each light pole foundation, conduit crossover, pull box, control center, tower, etc., by centerline or baseline station and offset distance from the controlling pavement edge. Include the maintenance platform type, if any. 15. Existing and proposed rights-of-way (R/W). 16. Guardrails and barriers. 17. Illuminated signs. Show an appropriate symbol, the sign installation number, the centerline station and the total wattage of the installation. 18. Combination supports. Clearly indicate the nature of the combined support (e.g., Signal, Sign & Luminaire, Signal & Luminaire, Sign & Luminaire) and show all applicable data for electrical service and the separate bid items necessary to provide the lighting components. Add a cross-reference to the Traffic Control Plan sheet showing the support details. 19. Begin Project and End Project, along with work limits for the mainline and for each crossroad. 20. Match lines. Avoid the use of match lines along the centerline of any illuminated roadway. 21. Station equations. Show the station equations along lines of survey, between centerline of route and baselines of roadways, crossings between routes and intersections of roadways. 22. If landscaping is part of the project, proposed trees in areas adjacent to the proposed light poles should be shown Special Details Special detail sheets should show only those details which are not covered in the SCDs, the C&MS or the Supplemental Specifications. In cases where modification of a standard detail is necessary, variations from the standard should be clearly identified. Clearly indicate the location(s) to which the detail applies especially if it does not apply to all locations within the project. The designer should carefully review the latest edition of the Traffic SCD HL series to determine if a particular detail has been covered before creating of a special detail drawing. If the lighting plan includes underpass lighting, the following should be included for each lighted underpass: a detail view indicating the location of each luminaire; the disconnect for the underpass lighting; and the routing of all conduits comprising the service to underpass lighting from the pull box or junction box that is the point of connection of the main lighting circuit October 23, 2002 Revised July 17, 2015

95 1100 HIGHWAY LIGHTING Traffic Engineering Manual Circuit Maps When the lighting installation is large and circuits continue across several sheets, a map of each circuit in abbreviated detail should be included. The Control Center Data Chart (Figure ) should be included on the map of the first circuit (numbered 1 or A ) radiating from the service point. The maps of all other circuits radiating from that service point should contain a cross reference to the sheet on which the data table for that particular service appears. If circuit maps are not being prepared for an installation, then the Control Center Data chart should be located on the plan view sheet showing the location of the service Tower Cross Sections To support the pole height selected for each tower, the designer will usually provide pavement elevation(s) for the roadway(s) lighted by each tower and finished grade at the base of the tower in tabular form on supplemental worksheets and no cross sections will be drawn. In some cases, this will be illustrated by a cross section drawn from the edge of pavement out through the location of the tower, or if the tower lights multiple roadways, a cross section will be drawn from each roadway out through the tower location Wiring and Circuit Designations In plan preparation, it is very important to describe existing and proposed circuits correctly. Wiring for lighting circuits requires the following information in order to be completely described: 1. Number of wires; 2. Number of Conductors; 3. Nominal voltage (typically, L-N and L-L shown); 4. The phrase with ground as required; and 5. Wire size (guage) as required. Note that the Ground wire (grounding conductor) of a system is not counted as a conductor (because it does not carry load current), but it is counted as a wire. The Neutral wire is the grounded conductor. Some example wiring and circuit designations are shown below. The designation in parentheses is the terminology per NEC-2011 Art , which applies to circuits that use a grounded conductor; it is also helpful in describing the circuit wire, 2-conductor, 240/480V L1 (240V) L2 (240V) 2. 2-wire, 2-conductor, 480V (a single-phase, 2-wire system) L1 (480V) N 3. 3-wire, 2-conductor, 120V, with ground (a single-phase, 2-wire system) L1 (120V) N G 4. 3-wire, 2-conductor, 240V, with ground (a single-phase, 2-wire system) L1 (240V) N G (July 17, 2015) October 23,

96 1100 HIGHWAY LIGHTING Traffic Engineering Manual 5. 3-wire, 2-conductor, 277V, with ground (a single-phase, 2-wire system) L1 (277V) N G 6. 3-wire, 3-conductor, 120V/240V (a single-phase, 3-wire system) L1 (120V) L2 (120V) N 7. 3-wire, 3-conductor, 240V/480V (a single-phase, 3-wire system) L1 (240V) L2 (240V) N 8. 4-wire, 3-conductor, 240V/480V, with ground (a single-phase, 3-wire system) L1 (240V) L2 (240V) N G 9. 5-wire, 4-conductor, 480Y/277, with ground (a three-phase system) L1 (277V) L2 (277V) L3 (277V) N G Submissions and Project Development Reviews General L&D Manual Volume 3, Chapter 1400 and Section contain general information about the various submissions required and reviews conducted during the development of the plan for a project. The Scope of Service may also contain specific requirements for the project at hand. Normally, reviews of the highway lighting portion of the plan will be conducted at Stage 2 and Stage 3 of the Plan Development Process Project Development Process Stage 2 At Stage 2, the Lighting Plan is not complete, but the essentials are in place. The location of each luminaire and support is known. The calculations supporting those locations have been made. The possible power service points have been found and those with the best fit selected. Circuits have been laid out and preliminary checks made to determine that cable sizes will not be excessive. A rough estimate of the load at each power service point has been made to determine that the equipment will be of an acceptable size. The serving utility company has been contacted, and written confirmation obtained from the company that service will be made available at the desired location(s) and that the service will be of the concept envisioned by the lighting designer. Two sets of full-size (22 x 34 inches) prints of the preliminary highway lighting plans should be submitted to the appropriate District as part of the entire Stage 2 submittal process. Each of the full size sets is to be accompanied by a half-size (11 x 17 inches) set of the roadway plan view sheets. The roadway plan views are not reviewed during the lighting review, but are for the lighting reviewer s reference. Two copies of the computations and/or computer analyses used to support the illumination design should also be included with the Stage 2 submission. A separate analysis for each of the proposed luminaire packages is required. Normally, a package will consist of luminaires from a single manufacturer. Normally, there will be three luminaire packages. The luminaires commonly used in the design of ODOT highway lighting installations may be obtained from the October 23, 2003 Revised July 17, 2015

97 1100 HIGHWAY LIGHTING Traffic Engineering Manual Office of Roadway Engineering. Additional half-size sets of the highway Lighting Plan may be required if any of the lighting will be turned over to a local government to maintain. Normally, these half-size sets will not be accompanied by a set of the roadway plan views or by the illumination calculations. The exact number of review sets and the composition of each review set (full or half-size, the supporting documents to accompany each set, etc.) should be verified with the District prior to making the submission Project Development Process Stage 3 At Stage 3, the Lighting Plan is now complete. All that remains is to clean up the CADD files and print the tracings. Notes have been written; Summaries are completed; and details have been drawn. The serving utility has committed in writing to the details of each service. All utility companies, either directly or through their respective protection services, have confirmed that clearances are adequate. Comments from previous review have been resolved. Nothing has been omitted. Two sets of full-size (22 x 34 inch) prints of the highway Lighting Plans should be submitted to the reviewing District. Each of the full-size sets is to be accompanied by a half-size (11 x 17 inch) set of the roadway plan view sheets. The roadway plan views are not reviewed during the lighting review, but are for the lighting reviewer s reference. Two copies of the computations and/or computer analyses used to support the design are also to be included with the Stage 3 submission. The illumination calculations may be omitted if there has been no revision since the previous submission and the previously submitted calculations were approved as adequate. If the luminaire placement calculations are omitted, this should be stated and the reason noted in the letter of submission. Support height calculations (tower height calculations) and cable sizing calculations (voltage droop or drop calculations) normally come in for review for the first time at this point. A written response to the comments and recommendation from the previous review is to be included. Additional half-size sets of the highway Lighting Plan may be required if any of the lighting will be turned over to a local government to maintain. Normally, these half-size sets will not be accompanied by a set of the roadway plan views or by the illumination calculations. The exact number of review sets and the composition of each review set (full or half-size, the supporting documents to accompany each set, etc.) should be verified with the District prior to making the submission Review Checklists General The following checklists were developed to aid ODOT design reviewers; however, they should be helpful to original designers in preparing plans for submission for approvals Stage 2 Plans General items to check for Stage 2 plans: 1. Is the plan drawn to a scale of not less than 1:200 (1:2000)? 2. Does the plan show the edge of the pavement, the edge of paved shoulder, the beginning and end of the taper at the start of parallel deceleration lanes, the end of the taper on acceleration lanes, raised medians and islands, painted islands, and all structures? 3. Are drainage culverts and catch basins shown? (July 17, 2015) October 23,

98 1100 HIGHWAY LIGHTING Traffic Engineering Manual 4. Are pier and abutment locations shown for all interchange structures? 5. Are corporation lines shown? 6. Are existing and proposed overhead electrical and communications lines and underground utilities shown? 7. Does the submission show the IES distribution, lamp type and wattage or lumen rating, mounting height and ownership of each existing lighting unit in and adjacent to the project area? 8. Is the location for each proposed lighting unit shown? 9. Are future lighting unit locations, which must be coordinated with the proposed lighting, shown? 10. Is the proposed power service(s) shown? 11. Is the proposed circuit(s) shown? 12. Does the submission include supporting documentation showing that the lighting design criteria have been met, with regard to such things as initial intensity, uniformity ratios, mounting heights, luminaires and lamps, etc.? Stage 3 Plans 1. General items to check for Stage 3 plans: a. Are symbol legends uniform for the entire Lighting Plan? Do tower lighting symbols indicate which are symmetrical, which are asymmetrical, and which are long and narrow distributions? b. Have all guardrails and barriers been shown on the Lighting Plan sheets? c. Have applicable structure numbers for each bridge been shown on the Lighting Plans? d. Are the pertinent jurisdictional boundaries such as State, County, Township, City or Power Company Service Area shown? e. Has consideration been given to the need for glare shields? f. Where existing or proposed overhead power transmission, power distribution, or telephone lines are located in the vicinity of light poles, light towers, or overhead signs, do the vertical and horizontal clearances from the proposed lighting installations meet the requirements of the National Electrical Safety Code and the requirements of the utility companies? g. Are tower pole locations located beyond clear zones established in L&D Manual Volume 1, Section 600.2? If not, has the hazard created been properly mitigated? h. Have FAA glide path clearance requirements been met when the project is near an airport? i. Are all service pole and control center locations accessible for maintenance purposes, particularly during wet weather and winter seasons? Where these facilities must be located at ground elevations below connecting conduit systems, have pull boxes been provided at the base to prevent any incoming water from rising into the control equipment? j. Is circuitry clearly delineated? k. Are pilasters, junction boxes, conduit, etc. shown on the bridge and retaining wall plans? l. Are pilasters and conduit systems included on structures where provisions for future lighting are required? m. Have structure grounding systems been included on all bridges requiring same? n. Are locations of special trenching (deeper or wider than normal) clearly delineated on the plans? October 23, 2003 Revised July 17, 2015

99 1100 HIGHWAY LIGHTING Traffic Engineering Manual o. Are fence grounds needed? p. Are items with other than normal project funding clearly indicated both on the plan sheets and in the summaries and are the participation splits for each item defined? q. Has supporting documentation for the height of each light tower been provided? r. Has supporting documentation for the depth of each tower foundations been provided? s. Have cable sizing (voltage droop or drop) calculations been provided? t. Has the serving power company committed in writing to provide service of the type proposed at each service point being proposed? u. Is there a need to maintain existing lighting on the project? If so, has the Maintain Existing Lighting Plan Note been included. v. Are required lighting Standard Construction Drawings listed on the title sheet of the plans with appropriate dates? w. Have District and Local preferences been incorporated into the plan? 2. Details to check: a. Are there any poles which need to be of special heights to compensate for the pole being mounted significantly higher or lower (e.g., on a tall retaining wall, on ground below a bridge and reaching above the bridge, etc.) than the roadway? b. Are voltage and type of service furnished by the power supplying agency shown? c. Has the Control Center Data Chart been shown? d. Where fencing is to be installed around a control center, have the necessary dimensions, notes, and grounding and other details been shown, and provisions made for payment? e. Are all conduits included in lump sum bid items clearly identified and the material specified? f. Are sizes and locations of all cable clearly shown? 3. General Notes: a. Are the Plan Notes listed in Chapter 1142 included, when applicable? b. Where reference has been made to specific products, has the or equal approved by the Engineer phrase has been include? c. Where there are median mounted poles, does the roadway plan provide the proper barrier? 4. Summaries: a. Are sub-summaries in accordance with the Sample Plan Sheet? b. Where a combination support is proposed, is the separation of bid items between the highway Lighting Plan and the signal or signing portion of the plan clear and coordinated? c. Have anchor bolts been separately provided for poles where the standard anchor bolts supplied with the pole will not be available (i.e., relocated poles) or will not fit the mounting condition (i.e., bridge or retaining wall) encountered? d. Has trenching been separated according to depth? e. Is conduit to be encased in concrete before closure of the trench separated from that which will not? f. Is each conduit to be placed in an area where the surface is not to be disturbed being installed by jacking or boring? g. Are items with other than normal project participation in the funding properly identified and in separate line items from those with normal project funding? h. For special bid items, are methods of measurement and basis of payment clear? Have all necessary notes and details been shown? Does description of the item Revised July 17, 2015 October 23,

100 1100 HIGHWAY LIGHTING Traffic Engineering Manual clearly indicate that component parts not specifically mentioned, but required for satisfactory operation shall be furnished and considered paid for as part of the item? i. Have sub-summary sheet totals been properly carried to the General Summary? j. Does the item description of each line item comply with the requirements of the Item Master? Are the item number and item extension number correct for the description and unit of measurement used? October 23, 2003 (July 17, 2015)

101 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1142 PLAN NOTES General This area is reserved for sample/typical Plan Notes that have been developed for highway lighting , Pull Box Cleaned This item of work shall consist of cleaning an existing pull box by removing any existing cables not being reconnected, and debris so that new cables can be installed. Any unused openings shall be closed. Disturbed areas near the pull box shall be cleared of weeds or debris and shall be fully restored. Material removed shall become the property of the contractor and shall be properly disposed of off of the project site. Payment will be made at the unit price bid under C&MS Item 625, Pull Box Cleaned" for each pull box cleaned which shall be full compensation for all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner , Conduit Cleaned and Cables Removed This item shall consist of cleaning an existing conduit by removing existing cables, mud and debris so that new cable can be installed. Incidental to the cleaning is the installation of bushings and/or couplings on the ends of existing conduit as required. Materials removed shall become the property of the contractor for proper disposal off of the project site. Disturbed areas shall be properly restored. Payment will be made at the unit price bid under C&MS Item 625, Conduit Cleaned and Cables Removed" per foot of conduit cleaned which shall be full compensation for all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner Reserved for Future Information Luminaire, High Mast, As Per Plan The luminaire arrays and associated illumination test areas specified in C&MS are hereby waived. Instead, the luminaires for high-mast lighting shall meet the following requirements: Luminaires for high-mast lighting units with symmetric distribution shall be Holophane "HMST" with photometric distribution 36383, General Electric "HM" with photometric distribution 6312, or Cooper "HMX" with photometric distribution HMX4SDW, or equal as approved by the Engineer. Luminaires for high-mast lighting units with asymmetric distribution shall be Holophane "HMST" with photometric distribution 46973, General Electric "HM" with photometric distribution 7349, or Cooper "HMC" with photometric distribution HMC4S3D, or equal as approved by the Engineer. Luminaires for high-mast lighting units with long narrow distribution shall be Holophane "HMST" with photometric distribution 36801, General Electric "HM" with photometric distribution 8946, or Cooper "HMC" with photometric distribution HMC4S1DL, or equal as approved by the Engineer. In addition, other luminaires will be considered if the designed intensity and uniformity are provided using the designed pole locations and the designed number and type of fixtures per pole Luminaire, Low Mast, As Per Plan The luminaires shall be as specified for high-mast luminaires in C&MS except that the luminaire arrays and associated illumination test areas are hereby waived. In addition, the luminaires for low-mast lighting shall meet the following requirements: (January 16, 2015) October 23,

102 1100 HIGHWAY LIGHTING Traffic Engineering Manual Luminaires for low-mast lighting units with symmetric distribution shall be Holophane "HMST" with photometric distribution 36383, General Electric "HM" with photometric distribution 6312, or Cooper "HMX" with photometric distribution HMX4SDW, or equal as approved by the Engineer. Luminaires for low-mast lighting units with asymmetric distribution shall be Holophane "HMST" with photometric distribution 46973, General Electric "HM" with photometric distribution 7349, or Cooper "HMC" with photometric distribution HMC4S3D, or equal as approved by the Engineer. Luminaires for low-mast lighting units with long narrow distribution shall be Holophane "HMST" with photometric distribution 36801, General Electric "HM" with photometric distribution 8946, or Cooper "HMC" with photometric distribution HMC4S1DL, or equal as approved by the Engineer. In addition, other luminaires will be considered if the designed intensity and uniformity are provided using the designed pole locations and the designed number and type of fixtures per pole , Luminaire, Conventional, As Per Plan In addition to the requirements of ODOT S Construction and Material Specifications, luminaires for conventional lighting units shall be as follows: Luminaires for conventional lighting units with an IES II-M-SC distribution and 200 Watt high pressure sodium lamps shall be American Electric Series 126" with photometric distribution AE3849I, Cooper OVD with photometric distribution OVD2S2F, General Electric M-400" with photometric distribution 1014, or equal as approved by the Engineer. Payment will be made at the unit bid price for each C&MS Item 625, Luminaire, Conventional, As Per Plan (add supplemental description) for each luminaire which shall be full compensation for all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner , Luminaire, Post-top, As Per Plan In addition to the requirements of ODOT s Construction and Material Specifications, luminaires for post-top lighting units used in green spaces of rest areas shall be as follows: Luminaires shall be American Electric Contempo Series 245/246" with photometric distribution P5236, Cooper USA Style King with photometric distribution USA1S55, General Electric PM16/PM17 with photometric distribution 6928, or equal approved by the Engineer. Luminaire refractors may be of glass, polycarbonate, or acrylic. Payment will be made at the unit price bid under C&MS Item 625, Luminaire, Post-Top, As Per Plan (add supplemental description) for each luminaire which shall be full compensation for all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner , Luminaire, Underpass, As Per Plan In addition to the requirements of ODOT s Construction and Material Specifications, luminaires for underpass lighting shall be as follows: Luminaires for underpass lighting units shall be American Electric Sidelight series 582" with photometric distribution AE2081I, Cooper Wall Light with photometric distribution WPK15SXX, General Electric Versaflood II Wallighter" with photometric distribution 8578, Holophane Wallpack II Test with photometric distribution 33263, or equal as approved by the Engineer. Luminaires for underpass lighting unit which are wall mounted shall be furnished with an integral fuse holder and 10-ampere fuses. Payment will be made at the unit price bid under C&MS Item 625, Luminaire, Underpass, As October 23, 2003 (January 16, 2015)

103 1100 HIGHWAY LIGHTING Traffic Engineering Manual Per Plan (add supplemental description) for each luminaire which shall be full compensation for all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner , Luminaire, Installation Only, As Per Plan This item of work shall consist of installing an existing luminaire removed from a previous location on the project or supplied to the project site by others. The luminaire shall be cleaned, repairs to ensure that it is in good serviceable condition made, adjustments to the optical components to ensure that the specified distribution is being produced made, and a new lamp installed if the light source is a lamp. Payment will be made at the unit price bid under Item 625, Luminaire, Installation Only, As Per Plan for each luminaire installed and shall be full compensation for all material, labor, equipment and incidentals necessary to complete this item in a workmanlike manner Lamps High pressure sodium lamps shall be General Electric Lucalox, Osram Sylvania Lumalux, Philips Ceramalux, or equal approved by the Engineer , Light Pole, Installation Only, As Per Plan This item of work shall consist of installing an existing light pole removed from a previous location on the project or supplied to the project site by others. The light pole shall be cleaned and repairs needed for the pole to be in good serviceable condition made. The existing pole number decal shall be removed if it is in poor condition or the pole number has changed. A pole number decal shall be supplied and applied if the existing decal is removed or missing. When required, new anchor bolts shall be furnished as part of this item. Payment will be made at the unit price bid under Item 625, Light Pole, Installation Only, As Per Plan for each pole installed and shall be full compensation for all material, labor, equipment and incidentals necessary to complete this item in a workmanlike manner , Light Tower, Installation Only, As Per Plan This item of work shall consist of installing an existing light tower removed from a previous location on the project site or supplied to the project by others. When required, additional luminaire bracket arms shall be added to the existing luminaire brackets relocated along with the necessary adjustments and additions to the luminaire wiring to enable the luminaires to be mounted symmetrically around the luminaire mounting ring. Where the tower will be installed on a new foundation, new anchor bolts shall be furnished. The tower and lowering mechanism shall be cleaned and lubricated. Any repairs and adjustments necessary to return the tower and mechanism to good operating condition shall be made. The existing light tower identification decal shall be removed, and a new decal for the new identification number furnished and installed. Payment shall be made at the unit price bid under C&MS Item 625, Light Tower, Installation Only, As Per Plan for each tower re-erected which shall include all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner Light Pole Anchor Bolts On Structures When a light pole is mounted on a pilaster on a bridge parapet or on a retaining wall, the required anchor bolts may differ in length and/or shape from those required when the pole is (January 16, 2015) October 23,

104 1100 HIGHWAY LIGHTING Traffic Engineering Manual mounted on a cast-in-place drilled shaft foundation. The cost differential for furnishing such bolts is included herein. In addition, there is no foundation construction item in which to include the setting of the anchor bolts. Thus, the setting of the anchor bolts into the pilaster is also part of this work. Payment will be made at each such pole location at the unit price bid for each C&MS Item 625, Light Pole Anchor Bolts On Structure and shall be full compensation for furnishing and placing the set of anchor bolts required Reserved for Future Information This Section is reserved for future information Conduit Expansion and Deflection Expansion fittings shall be OZ Type AX, Crouse Hinds Type XJG, Appleton Type AX, or equal approved by the Engineer. Each expansion fitting shall provide either 4 or 8 inches total movement as specified by the plan details and shall have an external copper bonding jumper, unless specified otherwise by the plan details. Deflection couplings shall be OZ Type DX, Crouse Hinds Type XD, Appleton Type DF, or equal approved by the Engineer. Each deflection coupling shall have an external copper bonding jumper, unless specified otherwise by the plan details , Power Service, As Per Plan In addition to the requirements of the Specifications, the following is added. The power supplying agency for this project is: Power Company Address Phone # Contact Name The Engineer shall ensure that each power service electrical energy account is in the name of and that the billing address is to the maintaining agency noted in the plans. This shall be done not only for each new power service established by this project but also for each existing power service, since there may be a reassignment of the responsibility for an existing service as a result of the work performed by this project. Payment will be made at the unit bid price for each C&MS Item 625, Power Service, As Per Plan which shall be full compensation for all labor, materials and incidentals required to complete this item in a satisfactory and workmanlike manner Special, Power Service Fence This item of work shall consist of installing a new chain link fence, with gate, around a power service. The fence and gate shall be installed as specified in C&MS 607 and in the plan. The fence shall be 8 feet in height, and one gate of 4 feet in width shall be included, except as specified herein unless detailed otherwise in the plan. Where the power service is adjacent to the right-of-way fence and there is reasonable access to the power service from outside the highway right-of-way, the fence around the power service shall utilize the right-of-way fence line as a portion of the fence line of the enclosed area. The right-of-way portion of the fence shall include a second access gate. The gate hasp of each gate shall be secured by a steel rod, with one end drilled for the maintaining agency padlock and the opposite end drilled for the power company padlock. Payment will be made at the unit price bid under Item Special, Power Service Fence" for each area fenced which shall be full compensation for all labor, materials and incidentals required to October 23, 2003 (January 16, 2015)

105 1100 HIGHWAY LIGHTING Traffic Engineering Manual complete this item in a satisfactory and workmanlike manner High Voltage Test Waived The high voltage test shall not be performed on the circuits constructed by this project, since the test could damage the portion of the completed circuit which has been in service prior to this project Padlocks and Keys Padlocks furnished shall be either brass or bronze, equal to Master No. 4BKA or Wilson Bohannan 660A, and shall be keyed in accordance with C&MS Payment shall be included in the bid for the item(s) being locked Special, Maintain Existing Lighting Existing roadways which are to remain open to traffic during construction of this project and which are lighted shall have the lighting maintained as described herein. Before any work is started in the immediate vicinity of the existing lighting circuits, representatives of ODOT, the Maintaining Agency and the Contractor shall make a visual inspection of the existing roadway lighting circuits to be maintained. During this inspection, a written record of the condition of existing lighting shall be made by ODOT'S representative. This written report shall note individual luminaires which are not in working order, individual poles which are not standing, and individual circuits which are not in working order. The completed report shall be signed by the representatives of ODOT, the Maintaining Agency and the Contractor. If, as a result of this inspection, it is determined that the condition of the existing system is below that required for the safety of the traveling public, then the Maintaining Agency shall make the repairs necessary to return the system to an acceptable condition. Following these repairs, the system shall again be inspected and a report shall be made and signed as outlined herein. When the existing system is in an acceptable condition, it shall be turned over to the Contractor who shall then be required to maintain the existing lighting to the condition outlined in this report with the exception of knockdowns due to traffic accidents. Replacement of knocked downed units shall be done only when the Engineer has determined that the replacement of the knocked down unit is necessary and shall be paid separately on a unit basis. Betterments shall be covered in items of work pertaining to the construction of permanent improvement. When the sequence of construction activities requires, or should the Contractor desire, the removal of the existing lighting before the new lighting is operational, the Contractor shall be responsible for providing temporary lighting of this portion of the roadway. Prior to installing such lighting, the Contractor shall prepare and submit four sets of the temporary lighting plan to the Engineer for review and approval. This plan shall show locations of poles, lengths of bracket arms, styles of luminaires, mounting heights, wiring methods and other pertinent information. The temporary lighting shall provide an average initial intensity of 1.2 footcandles with an average to minimum uniformity not to exceed 3:1. Mounting height of temporary luminaires shall not be less than 30 feet, and the minimum overhead conductor clearance shall be 20 feet. Temporary overhead construction shall not be less than Grade "A" for strength requirements as defined by the National Electric Safety Code. Wood poles with overhead wiring may be used. However, temporary lighting shall meet Federal and State safety criteria. If breakaway poles are used to meet these criteria, then underground wiring shall be used. Reconditioned or used materials may be furnished for temporary lighting. All materials necessary to complete the temporary lighting shall be furnished and installed by (January 16, 2015) October 23,

106 1100 HIGHWAY LIGHTING Traffic Engineering Manual the Contractor. When no longer needed, the temporary lighting installation shall be removed and properly disposed of by the Contractor. The Maintaining Agency will pay for electrical energy consumed by existing power services and by proposed permanent power services after acceptance of the lighting work. The Contractor will pay for electrical energy, installation, removal and maintenance of any temporary power services. The lump sum price bid for Item Special "Maintain Existing Lighting" shall include payment for all labor, equipment, materials and incidentals necessary to maintain the existing lighting as specified herein. The unit price bid for Item Special "Replacement of Existing Lighting Unit" shall be full payment for the replacement of an existing lighting unit which has been knocked down after the aforementioned inspection and shall include all labor, equipment, materials and incidentals necessary to provide a replacement for such unit Lighting, Misc.: FAA Type L-864 Obstruction Lighting, LED This item consists of installation and testing of FAA L-864-compliant obstruction lighting for marking of structures over 150 feet. Location and wiring shall be as shown in the Bridge Plans. Each obstruction lamp shall utilize Light Emitting Diodes (LEDs). The obstruction lamp shall have a written minimum 5-year manufacturer warranty. The lamp shall be ETL verified to FAA Advisory Circular AC150/ F, Type L-864 and shall be one of the following or approved equal: 1. Specialty Tower Lighting Model RB-LED 2. International Tower Lighting Model IFH Point Lighting Model PFB Pharos Marine Automatic Power Model FA-250LED L-864. Each obstruction lamp shall have its own controller, housed in its own metal enclosure accessible by maintenance personnel standing at floor level. The controller shall operate at 120VAC, 60Hz and have its own dedicated circuit breaker in a nearby panelboard as detailed in the Bridge Plans. The controller shall produce the appropriate FAA-required flashing rate, and the obstruction lamp shall operate continuously twenty-four (24) hours per day, with no intervening photocell control. The controller shall provide at least one unused alarm status output in the form of a dry-contact or solid-state relay closure that responds to defective or inoperative obstruction lamp conditions. At least one relay with complete contacts (Normally Open, Normally Closed, and Common) shall be provided. Alarm relay contact ratings shall be at least 500 ma resistive at 120VAC/30VDC. The controller shall provide at least one visible alarm status indicator for lamp failure indication. This indicator shall be in the form of a panelmounted red dome-type LED visible from the outside of the enclosure. The controller enclosure shall utilize a vertically hinged, swing-open door, and be rated NEMA 3R, minimum. Enclosure shall include at least one commercial grade NEMA 5-15 receptacle to accommodate wireless communication equipment to be installed later by ODOT for alarm status monitoring. An integral shelf shall be provided for this equipment inside the enclosure, and shall provide an open, accessible space for equipment measuring at least twelve (12) inches wide, eight (8) inches deep, and six (6) inches in height. The Contractor shall fully test the system and arrange for acceptance inspection of the Obstruction Lighting installation by ODOT District signal maintenance personnel after the system is operational. During acceptance inspection, the Contractor shall demonstrate the proper operation of all lamps and alarms. Contractor shall provide written manufacturer warranty and all operating manuals for obstruction lighting controller and lamp to ODOT District signal maintenance personnel at the time of inspection. The Department shall measure LED FAA Type L-864 Obstruction Lighting by each individual obstruction light, complete and installed including any control devices and all wiring and conduits October 23, 2003 Revised January 16, 2015

107 1100 HIGHWAY LIGHTING Traffic Engineering Manual Designer Note: Although obstruction lighting is thought of as an incidental bridge item, this note appears in the TEM as a 632 Item because bridge lighting maintenance typically falls to District signal and lighting electricians. FAA regulations require daily visual monitoring of obstruction lighting by the operator (ODOT) if they are not equipped with automatic monitoring. Very fast notification and response times are required for repair of malfunctioning obstruction lights. The use of LED lighting significantly reduces ODOT s maintenance operations and provides much better reliability by eliminating the frequent outages and routine lamp changes associated with obstruction lights using older incandescent lamp technology. The use of cellular modems for automatic monitoring is recommended and is coordinated through the Office of Traffic Operations Lighting, Misc.: Bridge-Mounted Marine Navigation Lighting, LED This item consists of installation and testing of IALA/AISM-compliant, U.S. Coast Guard approved marine navigation lighting for marking of structures over navigable waters. Location and wiring shall be as shown in the Bridge Plans. Each marine navigation lamp shall utilize Light Emitting Diodes (LEDs). The marine navigation lamp shall have a written minimum 5-year manufacturer warranty. The lamp shall meet the color, brightness (range), sectoring, and divergence requirements as shown in the Plans and approved by the applicable Coast Guard District. The lamp shall be manufactured by one of the following manufacturers or an approved equal: 1. Tideland Signal Corporation, Houston, TX 2. B&B Roadway, Russellville, AL 3. Pharos Marine Automatic Power, Houston TX Each marine navigation lamp shall have its own controller/power supply, housed in its own metal enclosure accessible by maintenance personnel, as shown on the Bridge Plans. The controller shall operate at 120VAC, 60Hz and have its own dedicated circuit breaker in a nearby panelboard as detailed in the Bridge Plans. The marine navigation lamp shall operate continuously twenty-four (24) hours per day, with no intervening photocell control. The controller shall provide alarm status output in the form of a blue LED confirmation light visible to ODOT maintenance personnel from deck level to indicate defective or inoperative marine navigation lamp conditions. The Contractor shall fully test the system and arrange for acceptance inspection of the Marine navigation Lighting installation by ODOT District signal maintenance personnel after the system is operational. During acceptance inspection, the Contractor shall demonstrate the proper operation of all lamps and alarms. Contractor shall provide written manufacturer warranty and all operating manuals for marine navigation lighting controller and lamp to ODOT District signal maintenance personnel at the time of inspection. The Department shall measure Bridge-Mounted Marine Navigation Lighting by each individual marine navigation light, complete and installed including any control devices and all wiring and conduits. Designer Note: Although marine navigation lighting is thought of as an incidental bridge item, this note appears in the TEM as a 632 Item because bridge lighting maintenance typically falls to District signal and lighting electricians. The use of LED lighting significantly reduces ODOT s maintenance operations and provides much better reliability by eliminating the frequent outages and routine lamp changes associated with marine navigation lights using older incandescent lamp technology. Revised January 16, 2015 October 23,

108 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1143 SPECIFICATIONS ODOT specifications for the furnishing and installation of highway lighting equipment are contained in C&MS 625 and C&MS October 23, 2003 (January 16, 2015)

109 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1150 CONSTRUCTION Introduction General The following information does not alter or supersede the contract documents. It is provided as a guide for the ODOT personnel assigned to a project to help them with their work. Electrical construction work must adhere to the contract documents which commonly include proposal notes, project plans, standard drawings, and the Construction and Material Specifications. In addition there may be building or electrical codes or change orders that must be followed Contractor Prequalification Only contractors prequalified by the ODOT Office of Contracts for Work Type 43 Highway Lighting shall be allowed to do the highway lighting items of work on the project Respect for Contractor Contractors are prequalified for specialized work types. They bring expertise to the project and an independent perspective from the project management team. As the contractor reviews plans and specifications, he wants to ensure that he can install material that will ultimately operate as the designer intended. The contractor relies on the engineer to guide the project, to approve materials and work, and to ensure that he will be paid for work completed. It is important to remember that even when the roles of the project team and the contractor conflict successful completion of the project relies on all those involved and the maintenance of good working relationships Protection of Utility Lines The contractor is to notify all utilities before construction work begins. Names and addresses of these utilities are given in the project plans. It is also the contractor s responsibility to contact the Ohio Utility Protection Services ( ) to have utility locations marked in all areas where digging is involved Plan Discrepancy, Design Ambiguity, Consultation with Designer When there is a question regarding the intent of the plan, the engineer should: 1. Define the discrepancy or ambiguity. 2. Determine if more than the highway lighting is affected. 3. Identify the standard drawings and specifications pertinent to the situation. 4. Determine potential solutions. 5. If the issue involves the location of the luminaires or light poles, the mounting height of the luminaires above the pavement, the luminaire to be used or the lamp to be used; the engineer should consult ODOT s design office and the designer to ensure that the performance goals for the lighting system will still be met by the solution under consideration. 6. Consider the maintenance of the installation if the solution is implemented. Will parts not normally stocked by the maintaining agency be required, or will tools and equipment not normally at the disposal of the maintenance crews be required, or will special training of the workers be required? 7. Evaluate potential solutions for safety. Consider measures needed to keep errant vehicles from striking the item, the danger to those who must maintain the installation, the danger to traffic from the maintenance activities. (January 16, 2015) October 23,

110 1100 HIGHWAY LIGHTING Traffic Engineering Manual 8. Determine if applicable codes and regulations will be met. Commonly involved will be the National Electric Code, The National Electric Safety Code and utility company requirements. There may also be State and local building codes Materials General Highway lighting items are found in Section 625 of the ODOT Construction and Material Specifications (C&MS) with detailed descriptions of materials in Chapter 725 (C&MS). In general, all material furnished shall be new and of first quality (unless otherwise noted in the plans) and shall be identified either by a permanently attached name plate or by an indelible marking. Before installation, all material shall be checked to determine that it is indeed the material that has been specified, that the appropriate material process has been completed and that all paperwork is in hand. Four procedures are commonly used to ensure that the correct materials are installed. 1. Qualified Product List (QPL) 2. ODOT Plant Sampling and Testing Plan (TE 24 Certification) 3. Certified Drawings or Certified Catalog Cuts 4. Project Inspection of Material Qualified Products List Lighting material which may be on a Qualified Product List: 1. Pull Box 2. Junction Box 3. Conduit 4. Wire and Cable 5. Ground Rod 6. Photocell The Office of Materials Management maintains the Qualified Product Lists. The engineer can verify that the material is on a Qualified Product List (QPL) through ODOT s Construction Management System (C&MS). After verifying that the material being supplied is that specified by the contract and on such a list, the project may accept the material TE-24 Material Certification Lighting material for which TE 24 Certification may be obtained: 1. Pull Box 2. Junction Box 3. Anchor Bolt The ODOT Plant Sampling and Testing Plan (TE-24 system) is administered by the Office of Materials Management. This system was designed to allow certain material to be sampled, tested, approved and stocked for future use on ODOT projects. The material is inspected at the manufacturing or distribution site. Each approved lot of material is assigned a certification number and documented on Form TE-24. Material from the approved lot may then be transferred directly to an ODOT project or it can be transferred to other warehouses, such as a contractor s storage facility, then transferred to a project at a later date Certified Drawings Lighting material requiring certified drawings (shop drawing or catalog cuts): 1. Luminaires 2. Luminaire Supports (Towers, Lowering Devices, Poles, Bracket Arms) October 23, 2003 (January 16, 2015)

111 1100 HIGHWAY LIGHTING Traffic Engineering Manual 3. Power Service Equipment 4. Portable Power Units 5. Temporary Lighting Systems The contractor shall submit two copies of the certified drawings prior to the installation of the material. The submittal ensures that the State has a good record of the material installed in case there are any questions about the material meeting criteria, or should additional or replacement units be required. Each submittal shall identify the project and the bid reference number under which the item is being provided. Certified drawings shall be clearly marked by circling or underlining to indicate the exact item and options being supplied. If a given item is to be supplied under multiple bid item reference numbers, separate and complete documentation packages shall be submitted for each bid item reference number. If multiple items are to be supplied under a single bid reference number, all the items to be supplied under said reference number shall be submitted as a package. The contractor s cover letter for each package is to certify in writing that each manufactured item in the package conforms to all contract requirements for that item. The submittal of certified drawings does not relieve the contractor from furnishing additional information concerning the material as deemed necessary by the State Project Inspection of Material The following materials are normally manufactured to standards that meet ODOT criteria and therefore do not have a QPL, do not normally have a TE-24 and certified drawings are not normally required: 1. Exothermic Welds 2. Insulating Varnish 3. Split Bolt Connector 4. Expansion Fittings 5. Connector Kits 6. Splice Kits 7. Copper Crimps and Compression Connectors 8. Light Pole Decals 9. Circuit Identification Tags 10. Cable Grips 11. Wood Service Poles 12. Fuses for Control Center and Connector Kits 13. Photoelectric Cell and Bracket 14. Secondary Lightning Arrestor 15. Guy Anchors and Anchor Rods 16. Weather Heads 17. Watertight Hubs 18. Remote Ballast Enclosures and Mounting Brackets Project inspection of material is used to verify that the material at hand is that listed on a QPL, or described on a TE-24, or for which certified drawings have been received, and that the material complies with the requirements of the contract documents. For material not on a QPL which does not have a TE-24, and for which certified drawings are not required, the project inspection of material is limited to comparing the material at hand with the requirements of the contract documents Luminaires General A luminaire consists of a housing containing the reflector, refractor, lamp socket and lamp. Unless specified otherwise, the housing will also contain the ballast components (core and coil, capacitor, starter) required for the lamp being used. The housing may also have optional components such as fuses or a photocell when such has been specified. The housing is fitted with the necessary clamps or other provisions for attaching the luminaire to its support and (January 16, 2015) October 23,

112 1100 HIGHWAY LIGHTING Traffic Engineering Manual terminal block for the incoming power. Verify that the luminaire installed at each location is one of the luminaires listed in the plan for that location. Verify that the distribution, lamp type and lamp wattage are as specified in the plans. Instructions packed with the luminaire will explain the distributions that the luminaire is capable of producing and how to set any adjustments in the luminaire to provide each distribution. Verify that ballast is compatible with the circuit voltage and lamp Conventional Luminaire The conventional luminaire used by ODOT is also known in the trade as an Ovate or Cobra Head fixture. It may be equipped with a flat or a dropped style refractor as specified. Verify that the luminaire is properly leveled according to the instructions packed with the luminaire Side-Mount Roadway Luminaire This luminaire reminds one of a floodlight. Verify that the tilt has been set as specified in the plan according to instructions packed with the luminaire. Verify that the luminaire is oriented normal to the line of survey for the roadway being lighted unless the plans stipulate otherwise High-Mast Luminaire These luminaires are mounted on tall structures equipped with devices to bring the luminaires to ground level for servicing. Verify that the luminaire is not twisted with regard to its bracket arm. There are three distributions commonly used. If the luminaire has a rotatable refractor, verify that it has been aligned properly Low-Mast Luminaire Low-mast luminaires are the same luminaire as a high-mast luminaire but installed as a fixed unit on a pole of more traditional height. Verify that the luminaire is not twisted with regard to its bracket arm. There are three distributions commonly used. If the luminaire has a rotatable refractor, verify that it has been aligned properly Underpass Luminaire Underpass luminaires are used to light roadways beneath bridge decks. Commonly they are wall mounted on a pier cap or abutment. Sometimes they may be ceiling mounted on the underside of the deck or to a panel attached to the deck supporting beams or pendant mounted on suspension pipes attached to the structure. Occasionally, they will be post-top mounted on short poles. Verify that the luminaire has been attached to the structure at the location and in the manner specified Lamps Verify that the lamp is one of the brands listed in the plan. Verify that the lamp type and wattage is compatible with the luminaire and its ballast. Unless specified otherwise for a particular installation, the lamps are to have clear envelopes. Do not substitute lamps with frosted envelopes. Verify that the installation date has been properly marked on the base of the lamp. Instructions packaged with the lamp explain how to use the dating provision built into the base October 23, 2003 (January 16, 2015)

113 1100 HIGHWAY LIGHTING Traffic Engineering Manual Supports General The inspection of the supports (poles, arms, towers, lowering devices, brackets, etc.) consists of two phases: inspection of the components and inspection of the completed assembly. While these may be done together, it is better if the components are inspected upon arrival at the project since there is then more time to obtain replacements or correct faults Inspection of Support Components Three areas are examined in this phase: welding, galvanizing and compliance with certified drawings Inspection of Welds Examine each weld to verify the following: 1. Each of the welds called for by the certified drawings is present and there is no weld present that is not shown on said drawings. 2. There is no misalignment of the parent material being joined by the weld. 3. There has been no warping of the parent material by the weld. 4. Each weld is of the type, size and continuity shown on the certified drawings. 5. Each weld is of full cross section without excessive concavity or convexity. 6. There is no over filling or cratering at either the beginning or the end of the weld. 7. There is no undercutting (a shallow groove melted into the base metal adjacent to a weld and left unfilled by weld metal) along any weld. 8. There is no porosity (pitting or pinholes) in any weld. 9. There is no crack or discontinuity in either the base metal or weld material along any weld Inspection of Galvanizing Examine the galvanizing to verify the following: 1. There are no spots where the galvanizing is missing or loose and can be flaked off with a penknife. 2. There is no ash that has been picked up from the top of the bath, which usually appears as coarse lumps. 3. There are no pimples from entrapped bath scum particles. 4. There are no blisters from hydrogen gas absorbed during pickling being released and rupturing the surface of the galvanizing. 5. There are no flux inclusions from flux picked up from the top of the bath during dipping and burned on during immersion. 6. There are no lumps or runs of excess zinc from delayed run off of molten metal trapped near surface discontinuities such as joints, seams or holes as the part was lifted from the bath. 7. There are no rust stains from impurities from the pickling process weeping at seams and folds. 8. There is no general overall roughness from over pickling or of excess zinc bath temperature and/or immersion time. 9. There are no patches of dull gray coating from slow cooling of the heavier cross sections of the part after immersion. 10. The galvanizing has a uniform appearance. Excessive galvanizing faults and gross imperfections or overall poor workmanship may be cause for rejection of the support. Minor scratches in galvanized surfaces may be accepted. (January 16, 2015) October 23,

114 1100 HIGHWAY LIGHTING Traffic Engineering Manual Compliance with Shop Drawings Supports are frequently shipped to the job site and stored prior to assembly and erection as components which give opportunity for the components to get mixed up, leading to improper assemblies since the basic design often does not prevent errors. Therefore, prior to beginning the assembly of a given support, it is necessary to check the major dimensions of the various components against the certified drawing for the support to verify that this has not occurred. On poles, verify the length, base diameter, top diameter and wall thickness of each pole or section of the pole for poles shipped in multiple sections that are field assembled. Verify the length, width and thickness of the base plate along with the bolt circle diameter, bolt hole size and number of anchor bolt holes provided. On bracket arms for conventional supports, verify the arm length and arm rise. On lowering devices, verify the diameter of the luminaire mounting ring and number of luminaire arms on the ring. Also, verify the length of the power cord along with the wire size and number of conductors in the cord. Verify the diameter and length of each piece of hoisting cable Assembly of Supports Support components stored in the field should be kept off the ground to prevent finish blemishes where the components lay in contact with a damp surface, earth or water. Support components and assembled supports should be loaded, transported, unloaded, stored and erected in a manner avoiding damage to the factory applied surface finishes. On multi-piece poles, verify that the sections to be assembled are the correct pieces for the pole at hand. Before tightening each telescopic joint between the sections, verify that the sections are properly oriented and that the male section has been marked to indicate when full insertion has been achieved. Verify that the process used for tightening the joint between sections is approved by the pole manufacturer and that the pole is not bent during the tightening process. On each steel light pole used with an aluminum transformer base, verify that both the bottom of the pole base plate and the top of the transformer base were given a coat of zinc rich paint prior to assembly. On each light pole, verify that the cable grip in the light pole is properly installed as shown in Traffic SCD HL to prevent damage to the pole and bracket cable. On each light tower, verify that the luminaire ring has the correct number of mounting arms and that each arm is attached such that when the tower is erected the arms will be in the positions relative to the roadway as shown on Traffic SCD HL If the lowering device is equipped with top latches, verify that when the luminaire mounting ring is fully raised and latched, the latch indicator on each latch will be in the extended or visible position. Verify that all moving parts on the head frame assembly and hoist mechanism have been lubricated in accordance with the manufacturer s instructions. Verify that all parts are in place and that all fasteners have been properly installed according to the manufacturer s instructions. Verify that each handhole door or cover closes with no excessive gaps. Verify that a light amount of anti-seize or grease lubricant has been worked into the threads of each fastener holding each removable cover in place Erection of Supports Prior to erection, verify that nuts can be easily turned by hand onto the threads of each anchor bolt. When leveling nuts are to be used, verify that the leveling nuts are level before beginning the October 23, 2003 (January 16, 2015)

115 1100 HIGHWAY LIGHTING Traffic Engineering Manual lift to set the support. Each support should be lifted and set by crane with the hoist line attached at a point as far above the center of gravity of the support as possible, with a tethering cable from the lifting point to the base of the pole. The lifting point on poles made up of sections slip fitted together should be above the uppermost joint. Hoisting should be smooth and continuous without abrupt jerks. Light tension should be maintained in the hoist lines until an anchor nut has been threaded onto each anchor bolt far enough that the bolt is projecting though the nut by a full thread. Verify that each support with a transformer base has been plumbed using leveling shims approved by the base manufacturer, installed between the base and the foundation according to the base manufacturer s instructions and limitations, and that the anchor nut on each anchor bolt has been properly tightened. Verify that each support with an anchor base installed directly on a foundation without leveling nuts has been plumbed using leveling shims approved by the pole manufacturer installed between the base and the foundation according to the pole manufacturer s instructions and limitations, and that the anchor nut on each anchor bolt has been properly tightened. Verify that each support with leveling nuts is plumbed by adjusting the leveling nuts, and that both the anchor nut and the leveling nut on each anchor bolt have been properly tightened. Verify that a light tower has been plumbed early in the morning when there is minimum heat effect from the sun. Verify that each support has been plumbed when there is no appreciable wind. Verify that the space between the top of the foundation and the base of the support has NOT been grouted. When a high-mast support (light tower) is equipped with a lowering device that has top latches, verify that the ring engages all latches simultaneously. This is often referred to as leveling the ring. It should be done following the manufacturer s directions. Generally, the procedure is to place a block on each hoisting cable that is attached to the ring a few inches above the ring in such a manner that the block will slide along the cable when the block contacts the portion of the mechanism at the top of the tower. The ring is then raised until all blocks have made contact, but not fully raised. The ring is then lowered and the distance between each block and the ring measured. Hoisting cables are then adjusted to make the measurements equal. The process is repeated until no further adjustments are required. The blocks are removed and the lowering device operated several times through its full cycle watching all latches for proper operation. Verify that support identification decals have the proper legend and that the decals are located approximately 7 feet above the base of the pole facing oncoming traffic Foundations General Foundation inspection normally consists of three parts: location, excavation and concrete placement Foundation Location After the location of each foundation has been staked, verify that the location is that specified in the plan and that Ohio Utility Protection Service and all utilities in the area have been allowed at least 48 hours to mark their utility locations relative to the proposed foundation. Then verify that the location appears logical. Be alert for the following: 1. Installing the lighting item at the staked location will require removal of vegetation that shields adjacent property owners from the highway. 2. Installing the lighting item at the staked location will locate the item at the top of the back slope, in a cut cross section or at the bottom of the fill in a filled cross section where (January 16, 2015) October 23,

116 1100 HIGHWAY LIGHTING Traffic Engineering Manual guardrail is to be used to keep errant vehicles from going down the slope. 3. Installing the lighting item at the staked location will place the item under an overhead utility line or over an underground utility line. 4. Installing the lighting item at the staked location will require a graded access drive for the construction that has not been addressed in the plan. The designer should be consulted prior to relocating any support more than 10 feet or if two or more adjacent supports need to be relocated Excavation Foundations are to be placed only in undisturbed soil or compacted embankment. If a minor cave-in should occur, the contractor may, with the approval of the engineer, continue excavating using sleeving or casing. When bedrock is encountered, the engineer may reduce the specified foundation depth. If construction crews must leave the job site with a hole unfilled, it shall be covered and marked with cones, barrels or warning tape Placement of Concrete Verify that the top of the foundation will be at the proper elevation. Tops of foundations shall be finished smooth and level to enable proper plumbing of the light pole. Verify that the anchor bolts are of the correct size and number, and that each bolt is securely held in the correct position. The use of an anchor bolt setting template is encouraged. Verify that each anchor bolt will project the proper distance from the foundation. Verify that conduit ells are present and that each ell is of the correct size and material, and that each is properly oriented. Verify that all reinforcing bars are present and that each is of the correct size and shape. Verify that all items to be cast into the foundation, along with any forming aids, are secured in such a manner that they will not move out of position during the placement of concrete. Verify that water encountered in the foundation excavation is pumped out before concrete placement. If this is not feasible, verify that the concrete is placed by the tremi-tube method. Verify that the concrete is of the proper design, has been properly mixed, has the correct slump, and is properly handled during placement. Verify that the concrete is vibrated to eliminate voids. Verify that the top of the foundation is properly finished and that the concrete is properly cured Pull Boxes (Manholes) Verify that each pull box is of the size and material specified. Verify that each pull box is at the planned location unless the planned location puts the box in a low spot with respect to the surrounding surface. In such cases, notify the engineer so that the engineer, in consultation with the designer if necessary, may attempt to move the box to a location where it will be less likely to hold water. Verify that a light amount of anti-seize or grease lubricant has been work into the threads of each fastener holding the cover in place Junction Boxes (Handholes) Verify that each junction box is of the correct size and material, and securely fastened in the correct location. Verify that a light amount of anti-seize or grease lubricant has been work into the threads of each fastener holding the cover in place October 23, 2003 (January 16, 2015)

117 1100 HIGHWAY LIGHTING Traffic Engineering Manual Conduit Verify that each conduit run is of the correct size and material. Verify that each cut end on each piece of conduit is reamed to remove rough edges. Verify that all field cut threads on galvanized conduit have been coated with zinc-rich paint. Verify that each expansion or deflection fitting has a bonding strap for ground continuity when used with metal conduit. Verify that each conduit run has been properly fastened in place. Verify that the contractor shall check each run of conduit by rodding (pushing a mandrel through the empty conduit) or pulling a cleaning puck through the conduit. Verify that each run of conduit being left empty for future use contains a No. 10 AWG pull wire or equivalent. Verify that each end of each conduit run is terminated either in a box connector that contains an integral bushing or with a separate bushing to protect cable pulled into the conduit Trench Verify that the trench did not deviate more than 6 inches from the line designate unless such deviation has been approved by the engineer. Verify that the sidewalls and bottom of the trench do not have any protruding sharp rocks. When duct cable is installed in the trench, verify that the backfill material within 2 inches of the duct cable does not contain pieces larger than one-half inch. Verify that the backfill is placed in compacted layers not to exceeding 4 inches in thickness. When caution tape is specified, verify that the tape is installed 6 to 8 inches below grade Power Service Power service includes all equipment from the connection point to the utility company to the beginning point of the individual lighting circuits. Verify that the power service location will be readily accessible both to maintenance personnel and to utility company personnel. There should be a safe parking area for service vehicles since the site will be visited regularly. The location should not be prone to standing or flowing water during rain events or to drifting snow. If the location appears unreasonable, involve the designer and the utility company as soon as possible, since moving a power service often means redesigning the lighting circuits. Verify that the contractor has been in touch with the utility company and become aware of any utility company requirements which may differ from the requirements of the Contract Documents. Verify that the photocell is facing the north sky, unless otherwise stipulated by the plan, and that no artificial lighting source is disrupting its proper operation. Verify that the conduits are neatly routed and fasten securely in place. Verify that enclosures are securely mounted. Verify that enclosure covers are in place and that fasteners for the covers have had anti-seize or grease worked into the threads. Verify that moving parts of the switch gear have been lubricated and operate smoothly. Verify that no debris has been left in enclosures and that the wiring in each enclosure is neat, orderly and tied into place where appropriate. (January 16, 2015) October 23,

118 1100 HIGHWAY LIGHTING Traffic Engineering Manual Grounding General The conducting portions of those items containing electrical conductors are to be connected to each other and to earth electrodes to lessen the chance of injury and damage from unwanted electrical currents. Connecting the various conducting portions together to form the continuous path for the flow of stray electrical currents, often referred to as bonding, in ODOT S projects is generally an incidental to the construction. Installation of the earth electrodes and the connection of the conducting portions to those electrodes is often referred to as grounding and in ODOT S projects payment is somewhat related to the electrodes installed Ground Rods Verify that the ground rods specified have been installed. When additional rods have been added to lower the resistance, verify that the installation of each rod was approved prior to its installation. Verify that the connection between the ground rod and the grounding cable is an exothermic weld. When additional rods have been added to reduce the resistance, verify that the additional connections are exothermic welds. The normal ground rod item is for one rod driven into earth and the lead between the rod and the first connection and the associated connections. The earth resistance is then checked. When said resistance exceeds the specified limit, an additional rod is to be driven and connected to the first. The earth resistance of the pair is then checked. The process is repeated until the resistance of the group is lower than the specified limit. Payment is then made at the per rod price for each rod installed. ODOT has reserved the right to approve the use of each additional rod before it is installed and may decline to install additional rods; thereby stopping the process at any point. When ODOT stops the installation of additional rods, it may decide to take another course of action to lower the earth resistance. If no additional action is taken, then by default the earth resistance becomes acceptable as it stands Exothermic Welds An exothermic weld often has a rougher surface texture on the weld metal than one may be used to seeing, but the weld is not to have other signs of a poor quality weld such as porosity, cratering, cracking or undercutting Structure Grounding Verify that each grounding electrode is acceptable before structure construction makes modification of the electrode or the installation of additional electrodes along side impractical. Remember that if some of the electrodes are driven rods, that such rods are incidental to the structure grounding system, not separate items. However, if due to high resistance, additional rods are driven, those rods are not incidental to the structure grounding system. Verify that the necessary bonding jumpers are in place and functioning correctly before structure construction makes the installation of additional jumpers impractical. Structures present special needs. Not only is it not practical to have a separate ground rod for each light pole or similar item mounted upon the structure, but also there are elements of the structure itself that need grounding. Thus the normal practice is to use bonding jumpers to connect all exposed metal items together and thence to the several electrodes frequently utilizing the main conducting portions of the structure as the main grounding buss. This means that electrodes are often under footers and bonding jumpers are frequently embedded in the structure. If something is left out or does not function as intended and it is not discovered until the final stages of construction, the grounding can become expensive, unsightly and less than desired. Unfortunately, structure designers all to often include little in the way of specific details for the structure grounding. Therefore, it is imperative to be constantly thinking ahead to fully understand where each electrode and jumper is to be located and to verify that it is in place October 23, 2003 (January 16, 2015)

119 1100 HIGHWAY LIGHTING Traffic Engineering Manual and functioning correctly at each stage Bonding Along Circuits Verify that all of the conducting items containing the conductors of each circuit are bonded to form a continuous path back to the source of the circuit. At light poles, verify that metal conduits entering the base of the pole are bonded to the pole. At pull boxes, verify that the metal conduits entering the pull box are bonded together and that the metal lid and lid frame are bonded to the metal conduits. At junction boxes, verify that the metal conduits entering the junction box are bonded to the box. At the expansion and deflection joints in conduits of conducting materials, verify that a bonding strap has been install across the joint. When non-conducting conduit or duct is used, verify that a grounding conductor has been installed to provide for the continuous grounding path when necessary Wiring and Cabling General Field wiring of highway lighting circuits is broken into three types, pole and bracket cable, distribution cable and duct cable Pole and Bracket Cable Pole and bracket cable is the insulated single conductor used in a light pole (but not in a light tower) to connect from the distribution cable, up the pole and out the bracket arm to the light fixture (in a tower the electrical wiring from the base of the tower to the luminaires is a component of the lowering device). Verify that each run of cable is of the size and type specified. The wire size and insulation are to be indelibly marked on the insulating jacket at frequent intervals along the length of the cable. Verify that each run of cable is installed in a continuous piece without inline splices between the terminations shown on the plan. Verify that the insulating jacket was not nicked nor portions shaved away as the cable was pulled into place. Verify that the cable was not stretched as it was pulled into place. If the cable can be pulled back and forth by hand enough to move both ends, stretching probably did not occur. Verify that a cable support was installed at the upper end of the vertical run of cable up the pole. Verify that there is enough length on each end of the run for the cable to be routed properly to its termination and still remain slack Distribution Cable Distribution cable is the insulated single conductor used to construct lighting circuits from the control equipment of the power service to the disconnect kits of a light pole, the terminal block of a light tower, or the disconnect switch for underpass or sign lighting. Verify that each run of distribution cable is of the size and type specified. The wire size and insulation are to be indelibly marked on the insulating jacket at frequent intervals along the length of the cable. Verify that each run of cable is installed in a continuous piece without inline splices between the terminations shown on the plan. Verify that the insulating jacket was not nicked nor portions shaved away as the cable was (January 16, 2015) October 23,

120 1100 HIGHWAY LIGHTING Traffic Engineering Manual pulled into place. Verify that the cable was not stretched as it was pulled into place. If the cable can be pulled back and forth by hand enough to move both ends, stretching probably did not occur. Unfortunately, for the larger wire sizes and the longer runs commonly encountered in highway lighting circuits, the cable cannot be pulled by hand. Thus, the most common indication of stretching is when the length of pulling lead exiting the raceway is greater than the length of cable entering the raceway or the pulling forces are greater than normally encountered; both of which are not easily detected by other than experienced installers. Verify that there is enough length on each end of the run for the cable to be routed properly to its termination and still remain slack. All cables shall be labeled in accessible enclosures (pull boxes, hand holes, transformer base, device housing, etc.). A minimum of 5 feet of extra cable shall be provided for each conductor at all terminal points Duct Cable Duct cable consists of insulated conductors, of the type used for distribution cable, installed into a duct and shipped as an assembly to the project. It is used in place of conduit and distribution cable to speed the installation of underground circuits. Verify that the temperature of the duct cable was above 32 degrees Fahrenheit throughout the installation process. It is permissible to install duct cable when the outdoor air temperature is actually below those temperatures, but the Contractor must obtain authorization from the engineer. The contractor shall submit in writing his method of heating the duct cable and maintaining the duct cable at a uniform temperature throughout the installation process. To assure that the duct cable is heated uniformly, the heating process shall keep the temperature of the duct cable above 32 degrees Fahrenheit a minimum of 24 hours prior to installation. Under conditions such as the preceding where the temperature of the duct cable can be expected to vary widely during the installation process, the expansion and contraction of the duct cable must be taken into consideration. Typically, the duct cable length will decrease (or increase) 1 foot per 1000 feet for each 10 degree Fahrenheit decrease (or increase) in temperature. Verify that the duct of the installed duct cable extends out of any conduit sleeve through which it passes enough to allow for the expansion and contraction in the duct due to seasonal changes in temperature. Typically a projection of 2 to 3 inches is appropriate at the usual installation temperatures for the lengths of run typical in ODOT S installations. As received on the reel from the manufacturer, it will appear that the cables inside the duct and the duct are equal in length but in reality the cables are shorter than the duct. In order to reel the assembly onto the shipping spool both the cables and the duct were anchored to the spool. As the duct cable assembly is unrolled from the shipping spool, the cables will be drawn into the duct resulting in empty duct at the start of the run. For the assemblies typically used in ODOT s projects, leaving 25 feet of duct for each 1,000 feet of run to be installed at the start of the run, in addition to that required as slack for connections at the start of the run, will compensate for this. At the end of the run, only the slack amount for connections is required. Verify that the insulating jacket of each cable within the duct has not been damaged when the duct was stripped to allow the connections to be made. Often the length of duct to be stripped is such that no protection can be slid over the cables and into the end of the duct which means that the cables within are saved from damage only by the skill of the person stripping the duct. When a duct cable assembly has been passed through a conduit sleeve, verify that the duct has been sealed to each end of the sleeve by means of a molded boot or wrapped sealing pad. Verify that the seal installed between the able and the duct is installed in the same location and in the same manner as outlined under the installation of distribution cable into conduits. Verify that there is enough length on each end of the run for each cable to be routed properly to its termination and still remain slack October 23, 2003 (January 16, 2015)

121 1100 HIGHWAY LIGHTING Traffic Engineering Manual Conductor Identification At each access point (pole base, pull box, junction box, switch gear enclosure, etc.) each conductor of each run of the field wiring (pole and bracket cable, distribution cable, duct cable) of each circuit is to be identified by applying a tag to the conductor indelibly marked to indicate the circuit and the use of that conductor within the circuit Connections General This covers the connection of the field installed wire and cable to other such wire and cable and to the various items of equipment Sizing Conductor to Device Terminal When the circuit conductor is of a larger size than the device terminals can accommodate, verify that the connection has been made by splicing a short piece of smaller wire onto the end of the large wire and then connecting the smaller wire to the device terminal. The smaller wire is normally identical to the larger wire in all aspects except for size. The smaller wire must be large enough to carry the current that the circuit protection will allow. It is not acceptable to cut back some of the strands of a conductor, so that the remaining stranded will fit into the terminal Crimped Compression Connections Verify that the die in the compression tool was for the connector applied and that the connector is sized to match the wire to which it was applied and that the tool used was of a type that did not release the connector from the die once compression started until full compression was achieved Pull-Apart and Bolted Connections Verify that the internal connector is properly applied to the conductors. Verify that the insulating cover was cut to proper step for a snug fit over the insulation on each entry to the housing. Verify that the internal parts are all present in good condition and are fully seated into the housing. Verify that the male half of the housing is a snug fit and fully inserted into the female half of the housing. Verify that a thin coating of the kit manufacturer s approved non-conducting grease has been used at the joint between the two halves of the housing, between the housing and each cable entering the housing, and on other internal parts as shown in the manufacturer s instructions, to allow the parts to slide smoothly into place and help seal out water. Verify that there are no sharp bends in each cable where the cable enters the housing sufficient to cause the housing to pull away from the insulating jacket on the cable. When the kit is to contain a fuse, verify that the fuse is of the proper ampacity. Where the kit contains bolted connections, verify that the connections were properly tightened before the housing was closed. Verify that there is sufficient slack in the cables being connected to permit bringing the connector kit outside of the pole, transformer base or junction box in which it is housed for servicing Unfused Permanent Connections Verify that the internal connection is via a proper crimp compression connector. Verify that the mold surrounding the connection is completely filled with resin. (January 16, 2015) October 23,

122 1100 HIGHWAY LIGHTING Traffic Engineering Manual Verify that the connection is positioned within the mold such that the resin properly surrounds the connection. Verify that there are no voids in the resin. Verify that no fillers have been used. Verify that the resin has properly set Test Procedures General There are a number of tests normally utilized to ascertain that the lighting installation has been well constructed and is in good operational order. For a particular test to have meaning, it must be properly conducted and the results properly interpreted. Verify that the equipment used to conduct the test is in working order and calibration Grounding Electrodes Verify that each specific grounding electrode meets the requirements of the earth resistance test. The first key to conducting a successful test of a grounding electrode is to understand what constitutes the electrode. A single driven rod is an electrode. When that rod fails the earth resistance test and another rod is added, the electrode then becomes both rods together. However, in the case of a light tower where two rods are typically specified, the initial electrode is the two rods together rather than each rod separately. In structure grounding, the cluster of driven piles at the end of a pier footer should be considered as a single electrode with the cluster at the other end of that same footer considered as a separate electrode. A continuous grid of mesh, bars or cables laid beneath a footer is one electrode, but separate grids under different portions of the same footer are separate electrodes. Wires buried in a radial pattern from a single pole constitute an electrode. The second key to successful ground resistance is to understand the limitations of the various test instruments and procedures. The chosen procedure must be appropriate for both the electrode under test and the conditions in which the electrode is installed, and the instrument must be capable of producing valid results for the situation at hand Circuit Continuity The key to the proper checking of circuit continuity is to remember the objective and to test one conductor at a time. The objective is to see that the conductor is connected to the desired device point and that the conductor has not been connected to any other devices. The difficulty is that the devices are scattered over a large area thus requiring the other conductors of the same circuit to be used as returns for the test signal. For the test to be of use often means that testing must start at one node in the circuit and test all connections along an isolated link from that node. Additional nodes and links are then added one at a time and the continuity of the conductors rechecked until the entire circuit has been verified Cable Insulation This test is designed to verify that the insulation of each conductor in the circuit and permanent and bolted connections in that conductor are in good conditions be impressing a much higher than normal voltage on the conductor using the change in leakage current over time. Care must be used not to impress the test voltage on devices normally connected by the circuit since the devices would probably be damaged. Since the other conductors in the circuit must often be used as the return path, it is necessary to use care to ensure that the other conductors are not damaged while serving as signal returns and careful interpretation of the results to determine whether the leakage is from a conductor failing the test or from a failure in the return path October 23, 2003 (January 16, 2015)

123 1100 HIGHWAY LIGHTING Traffic Engineering Manual Lowering Device Operation This test is simply repeated operation of the lowering device on a light tower to verify that it operates smoothly and correctly throughout its full range cycle of motions System Performance The test uses the concept Infant Mortality to determine if the equipment is likely to operate satisfactorily throughout the projected life of the installation. The concept is the equipment is most likely to fail from manufacturing defects and installation in the first few hours of use and that once these hours are past it is likely to run the rest of its life with only normal maintenance. In conducting the test, it is important to recognize the significance of each component malfunction encountered and to properly interpret whether the malfunction indicates a need to extend the test period Provide Information to Maintaining Agency Ensure that each maintaining agency receives the documents pertinent to the maintenance and operation of the lighting units for which it is responsible. Typically included are: 1. A copy of the plan marked to show any changes made during the construction. 2. A copy of each certified drawing. 3. A copy of each instruction or parts manual supplied by each manufacturer Documentation Requirements 1. Luminaires a. Each luminaire has the distribution, lamp and aiming stipulated in the Contract Documents. b. Each luminaire has been leveled. 2. Supports a. Each support is the one stipulated for that location by the Contract Documents. b. Each support is comprised of the correct components according to the certified shop drawings. 3. Pull boxes a. Each pull box is the size and type stipulated for that location by the Contract Documents. b. Each pull box supplied under plant sampling and testing program, that it has a TE 24. c. Each drain is documented on form CAP Conduit a. The conduit is the size stipulated for that location by the Contract Documents. b. The conduit is of the material stipulated for that location by the Contract Documents. c. The measurement of the length installed. 5. Trench a. The location and depth is as stipulated by the Contract Documents. b. There are no sharp rocks in backfill adjacent to duct. c. The backfill is placed in 4-inch lifts and mechanically tamped. d. The measure length installed. 6. Grounding electrodes a. Each electrode is installed as stipulated for that location by the Contract Documents. b. Each grounding conductor is connected to ground rod with exothermic weld. c. Each document ground resistance. 7. Wire and Cable. a. Wire size and insulation is as stipulated for that location by the Contract Documents. b. Measurement of the length installed. (January 16, 2015) October 23,

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125 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1160 MAINTENANCE / OPERATIONS General It is not enough to simply install highway lighting and leave it exposed to the ravages of the elements. The public expects ODOT to protect the dollars invested in the lighting by making sure that the lighting is operable so that it can be used by those traveling the highway when natural light is inadequate. This chapter addresses ODOT S lighting maintenance policies and practices. The District Highway Management Administrator through the Roadway Services Manager is responsible for ensuring that highway lighting units that ODOT is responsible for within the District are in proper operating order. The physical work required to fulfill this responsibility may be contracted out to other governmental entities, utility companies and private contracting companies, or performed by ODOT forces Lighting Maintenance Practice Process A contact point shall be established by each District for receiving notification from law enforcement personnel, emergency response and maintenance units, other governmental entities, utility companies, and the traveling public of damage to, and malfunction of, highway lighting. Periodic inspection of lighting installations shall also be made. The information obtained from these notifications and inspections shall be used to document the damage or failures, and the date of discovery. Based on the nature of the damage or failure, the District Roadway Services Manager will ensure that the appropriate responses are made, the incident tracked until repairs have been completed, and the date of completion of repairs documented. Each District shall also see that preventive maintenance is performed to forestall failures, to facilitate repairs during responses to damage and failure, and to provide proper general housekeeping of the installations. The use of hot sticks is not allowed Determination of Responsibility ODOT and Local Jurisdictions Unless transferred to another entity by a properly executed and approved agreement, the responsibility for the maintenance of, and energy for, the operation of each highway lighting unit is as shown in Table The responsible party may through an approved agreement or contract arrange for another party to provide materials and equipment, and to perform the actual work. However, agreements and contracts to provide materials and to perform the actual work shall not transfer the responsibility ODOT and the Power Companies 1. Overhead Power Feed via a Weatherhead a. ODOT is responsible for the circuit from the weatherhead into the control center and subsequent lighting circuits. b. If the circuit is damaged between the weatherhead and the control center, or within the control center itself, ODOT must contact the power company to shut off the power feed so ODOT forces can make necessary repairs. Once repairs are complete, the power company shall be contacted to turn the power service back on. c. If the circuit is damaged down from the control center, the power shall be shut off at the control center by ODOT forces, and perform lock-out, tag-out procedures, and proceed repairing the circuits. d. No work shall be performed on live circuits. (January 16, 2015) October 23,

126 1100 HIGHWAY LIGHTING Traffic Engineering Manual 2. Underground Power Feed a. ODOT is responsible for the circuit from and including the control center. b. If the control center is damaged, the power company shall be contacted to shut off the power prior to any repair work being done. c. If the circuit is damaged down from the control center, the power shall be shut off at the control center by ODOT forces, and perform lock-out, tag-out procedures, and proceed repairing the circuits. d. No work shall be performed on live circuits Emergency Maintenance Downed or damaged supports that could pose a danger to the traveling public shall be removed as soon as practical, either off the right-of-way or outside the clear zone as defined by the L&D Manual Volume 1, Chapter 600. Exposed live wires shall be secured as soon as possible after discovery Reactive Maintenance The maintenance operations are expected to keep the number of working luminaires at a satisfactory level. To be considered as working, a luminaire must not only be lighted but must be properly aimed. A satisfactory level is when the total number of working luminaires meets or exceeds 90 percent of the total number of luminaires for which the District is responsible Periodic Inspection Each District should periodically inspect all highway lighting units and sign lighting luminaires for which it is responsible. This shall include the units maintained using District forces, as well as those maintained for the District by other entities such as contractors, power companies or cities Required Preventive Maintenance Exposed Equipment - Each cover on a support, junction box, pull box, or piece of power service switch gear shall be secured in the closed position. Any such cover which is missing shall be replaced. Fence gates shall be secured in the closed position Recommended Preventive Maintenance Re-lamping - Sodium vapor (highway lighting) lamps should not remain in service longer than four years, as measured by the date code marked on the lamp at the time of installation. Housekeeping - The following preventative maintenance measures are recommended while performing spot maintenance work and should be performed annually on those pieces of equipment that did not receive the measures during the previous twelve months as part of spot maintenance. 1. Whenever a moving part, latch or lock is accessed it should be lubricated, if in need. 2. Whenever a threaded cover fastener is accessed, an appropriate anti-seizing agent should be applied or redistributed. 3. Damaged or missing fasteners should be repaired or replaced. 4. Debris should be removed from in and around the base of each light pole and vegetation cut back. Debris and vegetation cuttings should be properly disposed and not left piled at the site. 5. For frangible poles, adjustments to grade should be made to ensure that the pole foundation is flush with grade on the up slope side, and that the top of the foundation is not below grade. 6. For non-frangible poles, adjustments to the grade should be made to ensure that the top of foundation is above grade. 7. Debris should be removed from in and around each power service (and power service enclosure fence, if used) and vegetation cut back. Debris and vegetation cuttings should be properly disposed and not left piled at the site October 23, 2003 (January 16, 2015)

127 1100 HIGHWAY LIGHTING Traffic Engineering Manual 8. Debris should be removed from in and around each pull box and the grade adjusted whenever the pull box is opened. Debris and vegetation cuttings should be properly disposed and not left piled at the site. 9. Eroded and sunken areas adjacent to foundations pull boxes and control sites, or over cable trenches, should be filled, seeded and covered with erosion resistant material to slow the flow of runoff and promote vegetative growth Replacement Luminaires A replacement luminaire should be of such similar photometric distribution that the intensity and uniformity of the lighting system is not unduly compromised from the installed design. In addition, the weight and effective area of the replacement luminaire shall not exceed the capacity of the support. Where the support is equipped with a mechanical device for lowering the luminaires, the luminaires shall be replaced in the quantity needed to keep the mechanism in balance if necessary. Replacement supports shall maintain the luminaire mounting height and overhang or underhang Failure Analysis The District should use historical inspection reports to discover locations experiencing repeated knock downs, pull box locations with repeated cover or box damage, or other patterns of damage that may suggest mitigating actions Repairing Broken Conduit and Duct Cable General The following procedures should be followed when performing repairs on an existing electrical system. All damaged cables shall be replaced, except when the distance between terminal points is determined to be excessive in length. In this case pulling of new cables is not recommended because the cable insulation may be damaged. The repair should be accomplished by strategically installing a new pull box to minimize the length of cable to be replaced. Cable splice kits, as specified in C&MS , will be stored in the pull box. No direct buried splices are allowed. No splices are allowed inside the duct since that violates the National Electric Code Repair Damaged Duct Cable Duct cable repair shall be accomplished by splicing the duct at the break point in one of the following methods: Repair with Compression Fittings. After the duct break is exposed, the damaged cable shall be removed. The duct is prepared for splicing by cutting the duct square to remove the rough edges off each end of the duct. Use either a hacksaw or plastic pipe cutter. Burrs shall be removed from the cut ends and the duct cleaned of dust, dirt, etc. Two compression fittings (such as E-lock or Duraline s Comfit) and a short length of duct are needed to complete the repair. One compression fitting is placed on each cut end and the length of duct is fit between the two fittings. Test fittings to make sure the duct fit is tight. Pull in new wire and complete cable connections. Repair with PVC Coupling. PVC couplings use a standard piece of Schedule 40 PVC conduit to replace the missing section of duct cable. After the duct break is exposed, the damaged cable shall be removed. The duct is prepared for splicing by cutting the duct square to remove the rough edges off each end of the duct. Heat shrink tubing should be placed over the PVC before the duct cable is inserted in the PVC coupling. The PVC coupling shall be sufficiently long to replace the missing section of duct. Heat shrink tubing shall extend at least 6 inches on each side of each seam. Heat shrink tubing should be heated with a heat gun or hair dryer. (January 16, 2015) October 23,

128 1100 HIGHWAY LIGHTING Traffic Engineering Manual Applying heat with an open flame will damage the tubing and shall not be permitted. PVC cement will not adhere to duct cable and should not be used Repair PVC Conduit PVC conduit shall be repaired using PVC couplings and PVC cement in the procedures normally followed during initial installation Repair Rigid Conduit Rigid conduit shall be repaired using rigid conduit and threadless couplings Troubleshooting Lamps General Before attempting any troubleshooting, the electrician should verify the circuit operation and path. Lock out/tag out procedures and other safety procedures for 480 volt systems should be followed and documented. The following sections outline possible causes and corrective action for various problems Lamp Will Not Start Possible Causes Lamp loose in socket. Incorrect lamp. Incorrect or loose wiring. End of ballast life. Photoelectric control inoperative. Supply voltage to fixture or ballast output voltage is low. HPS starter circuit failure. Corrective Maintenance Screw lamp firmly into socket until good contact is made. STOP! Excess torque may cause lamp to shatter at neck. Check and compare data on ballast or fixture name plate with lamp electrical characteristics. With power off, check wiring against wiring diagram; check for loose connectors and loose terminal screws; check for broken insulation. Check circuit continuity with ohm meter. Check for charred spots and/or swollen capacitors. With power ON, cover photocell. Wait the few minutes generally required for an operative photocell to apply power to the fixture. Replace if inoperative. Check supply voltage and ballast output voltage. Check lamp on Discharge Lamp Checker or try known good lamp. Replace starter Short Lamp Life Possible Causes Incorrect lamp. Shorted ballast. Over wattage operations. Corrective Maintenance Check and compare data on ballast or fixture nameplate with lamp electrical characteristics. Check electrically for a shorted ballast. Check ballast or fixture rating for lamp type and wattage. Check operation for correct voltage and current at socket terminals Flickering Possible Causes Corrective Maintenance Supply voltage to fixture is Check both supply and ballast output voltage with October 23, 2003 (January 16, 2015)

129 1100 HIGHWAY LIGHTING Traffic Engineering Manual low. Incorrect ballast. High operating voltage. Low ballast output voltage. Variable voltage. Bad lamp. Loose wiring. lamp operating. Check and compare data on ballast or fixture nameplate with lamp electrical characteristics. Check lamp voltage at socket terminals while operating. Check ballast output and supply volts without lamp in circuit. Use recording voltmeter to check degree and duration of voltage variation. Check to determine other electrical loads on lamp circuit. Remove lighting circuit from lines with large electrical loads. Replace lamp. Check wire connections Blown Fuses Possible Causes High momentary line current at turn ON. Overloaded circuit. Shorted wires. Old or worn fuses. Lightning induced peak. Corrective Maintenance Check ballast literature for recommended rating of circuit protective devices. Circuit protective devices should have time delay elements when used with reactor or auto-transformer ballasts. Check total load on circuit; lamps and ballasts plus other connected equipment. Locate shorted wires and repair. Replace with new and correct fuses. Replace fuse. Check for other damage Lamp Light Output Low Possible Causes Lamps near end of life. Supply voltage to fixture is low. Incorrect ballast Low ballast voltage. Dirt accumulation. No refractor. Corrective Maintenance Replace lamp. Check both supply and ballast output voltage with lamp operating. Check and compare data on ballast or fixture name plate with lamp electrical characteristics. Check ballast output and supply volts without lamp in circuit. Clean luminaires and lamps. Install refractor Lamp Starts Slowly Possible Causes Supply voltage to fixture is low. Low ballast output voltage. Lamp is defective causing a hard start. Corrective Maintenance Check both supply and ballast output voltage with lamp operating. Check both ballast output and supply volts without lamp in circuit. Replace lamp IF other system components are OK. (January 16, 2015) October 23,

130 1100 HIGHWAY LIGHTING Traffic Engineering Manual Blackened Arc Tube Possible Causes Incorrect ballast. Lamp life used up. Low voltage at socket. Corrective Maintenance Check and compare data on ballast or fixture name plate with lamp electrical characteristics. Replace lamp. Check ballast for voltage Abnormal Lamp Color Difference Possible Causes Low supply voltage. Low ballast output. Variation in light distribution. Dirt accumulation. Illumination color differences. Corrective Maintenance Check supply voltage and ballast output voltages with lamp operating. Check ballast output and supply volts without lamp in circuit. Check luminaire. To test, interchange lamps between suspected and normally performing luminaires. Check refractor and glass lens. Clean luminaires and lamps. Variations in environmental color-walls, tunnels, bridges, etc., can cause illumination-color illusions Whole Circuit Off Possible Causes Control Center problems. Corrective Maintenance Check supply voltage and output voltage. Check fuses. Check contactor Pole Replacement/Foundation Repair General Before new poles and transformer bases are installed on existing foundations they shall be checked for the following: 1. Anchor bolt threads shall not show signs of excessive rusting that could later deteriorate to a point where they could become a safety hazard should they fail. 2. Foundation concrete does not indicate excessive deterioration whereby it is impossible for the transformer base to be properly installed and leveled. 3. Check to determine if the foundation has shifted or tilted to the extent that the pole cannot be properly plumbed. 4. Top of foundation shall not protrude above ground level on the upslope side. 5. All painted light poles shall be checked for excessive rusting. If it is determined that they are unsafe, they should be replaced with either new or used galvanized steel or aluminum poles. 6. Pull boxes extending more than 1 inch above the existing grade should be reset, flush with the existing grade level. When a light pole falls down, the pole and foundation should be inspected and the best method for repairing the installation determined. If a material deficiency in the pole or foundation was fully or partially responsible for the failure, the materials should be examined closely for defects, corrosion and vandalism. The probable cause of the failure should be noted. When a pole falls, the simplex weld for the bracket arm should be inspected by looking down the inside of the top of the pole to see if the impact has cracked the weld. If the weld is cracked, the pole should not be reinstalled October 23, 2003 (January 16, 2015)

131 1100 HIGHWAY LIGHTING Traffic Engineering Manual Anchor Bolts Sheared Standard light pole foundations can be repaired by jack hammering out the concrete to 1 foot below grade, using threaded couplings and threaded bolt extensions on the anchor bolts, recapping the foundation (with the threaded coupling encased in concrete), and erecting a new pole/base. It is also possible to extend the anchor bolts with a special cadweld instead of threaded couplings. The bolt extension could be welded on and the weld embedded in the new concrete. Welded extensions would be necessary if the remaining anchor bolt did not have enough thread to receive the threaded coupling. This may also be necessary if repairing a tower foundation. In the case of welding on bolts, the concrete foundation would likely need to be removed to a depth greater than 1 foot below grade Anchor Bolt Bent When a bolt is bent by the impact of a knockdown, it can be repaired by straightening the bolt using physical force (sledgehammer) or by heating it. Consider the location of the bolt (tension or compression side) and the amount of bending necessary when assessing if a repair is possible. If the concrete around the anchor bolt has been cracked by the impact, consider replacing the foundation Cracked Concrete in Foundation Most cracked foundations should be replaced with new foundations. A repair would involve removing the concrete at least 1 foot below grade and recapping the foundation Anchor Bolt Adapter Plates When a foundation has a unique anchor bolt configuration which is not matched by any other current pole manufacturer, the foundation can be used for a new pole by manufacturing a specialized anchor bolt adapter plate. The adapter plate would mount on the existing bolts and provide a new bolt circle (typically 15-inch bolt circle) for mounting a new pole Bracket Arm Repairs When a bracket arm falls down, the pole and arm should be inspected to determine the best method for repairing the installation. If a material deficiency in the pole or arm was fully or partially responsible for the failure, the materials should be examined closely for defects, corrosion and vandalism. The probable cause of the failure should be noted. Replacement bracket arms should closely match the style, length and rise of the bracket arm being repaired. Before installing a replacement arm on an existing simplex hanger, the simplex weld should be inspected by looking down the inside of the top of the pole to see if the weld is cracked. If the weld is cracked, the arm should not be installed on that hanger. Bracket-type or banding-type attachments should be used instead. If the arm fell because the simplex bolt sheared off, but the hanger and weld are in good condition, the bolt hole can often be redrilled and a new bolt installed. (January 16, 2015) October 23,

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133 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1196 FORMS INDEX (no forms at this time) 1197 TABLES INDEX Suggested Data for the District System Lighting Plan As noted in Chapter 1101, Table lists suggested data for use in preparing the database used to develop a District System Lighting Plan (DSLP) Codes for Use in the District System Lighting Plan As noted in Chapter 1101, Table lists codes to be used in the DSLP Warrants for Freeway and Interchange Lighting As noted in Chapter 1103, Table lists warrants for freeway and interchange highway lighting Average Maintained Luminance Design Values As noted in Sections , , , and , Table shows average illuminance design values Nominal Mounting Height and Wattage As noted in Section , Table shows mounting heights with wattages Typical Bracket Arm Lengths As noted in Section , Table shows typical bracket arm lengths Recommended Conduit Sizes As noted in Section , Table shows recommended conduit sizes Lighting Load Table Table shows a sample circuit lighting load table Recommended Lateral Soil Pressures for Foundations As noted in Section , Table shows recommended soil pressures for foundations Foundation Embedment Nomograph As noted in Section , Table shows the recommended depth for foundation embedment Allowable Lateral Soil Resistance As noted in Section , Table shows allowable lateral soil resistance based on tower height Determination of Responsibilities As noted in Section , Table shows maintenance and energy responsibilities for highway lighting. (January 16, 2015) October 23,

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135 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Suggested Data for the District System Lighting Plan Luminaires Pole or Tower Control Center Circuits Maintenance Costs Voltage Tower or Pole Number Energy Account Number Number Energy Units Consumed No. of Units Height Power Company AWG Lamp Life Cycle Manufacturer Foundation Diameter & Depth Capacity Current & Future Two or Three-wire Direct Labor Wattage Manufacturer Service Type Ballast Shields Lowering Device Type Bracket Arm Length Supply Voltage Voltage Drop & Circuit IES Distribution Pole Base Type Amperage IES Photometric # Installation Year Meter Type & Number Re-lamp Date Control center Latitude & Longitude Circuit number Latitude & Longitude Owner or Maintaining Agency Control Center ID Number (July 18, 2014) October 23,

136 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Codes for Use in the District System Lighting Plan Code B - Blue G - Green O - Orange P - Pink F - Future U - Upgrade D - Downgrade R - Remove Description Isolated intersections which are not part of an interchange. Interchanges which have partial interchange lighting. Interchanges which have full interchange lighting. Roadways which are not within an interchange area, but which are between interchanges or intersections which have continuous lighting. Unlighted locations to be lighted. Lighted locations to received more comprehensive lighting (e.g., partial interchange to full interchange). Lighted locations to be downgraded to less comprehensive lighting (e.g., full interchange to partial interchange). Lighted locations to become unlighted October 23, 2003 (July 18, 2014)

137 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Warrants for Freeway and Interchange Lighting Continuous Freeway Lighting (CFL)* (only one condition need be met) Case CFL-1 requires 30,000 or more ADT (anticipated opening date volumes). Case CFL-2 requires that three or more interchanges be located with an average spacing of 1.5 miles or less. Case CFL-3 Case CFL-4 requires urban development along the freeway for a length of 2 miles or more. requires that the ratio of night to day accidents experienced be 2:1 or greater. Complete Interchange Lighting (CIL) (only one condition need be met) Case CIL-1 Case CIL-2 Case CIL-3 Case CIL-4 requires that the total ADT ramp traffic entering and leaving the freeway at the interchange in question exceeds the following: (a) 10,000 for urban interchanges (b) 8,000 for suburban interchanges (c) 5,000 for rural interchanges requires that the ADT on the crossroad of the interchange in question exceeds the following: (a) 10,000 for urban interchanges (b) 8,000 for suburban interchanges (c) 5,000 for rural interchanges requires that the interchange be in an urban development area having crossroads which are lighted for 0.5 mile or more in each direction or have large commercial or industrial development that is lighted at night. requires that the ratio of night to day accidents experienced within the interchange limited access area be 1.5:1 or greater. Partial Interchange Lighting (PIL) (only one condition need be met) Case PIL-1 Case PIL-2 requires that the total ADT ramp traffic entering and leaving the freeway at the interchange in question exceeds the following: (a) 5,000 for urban interchanges (b) 3,000 for suburban interchanges (c) 1,000 for rural interchanges requires that the ADT for the through lanes on the freeway exceeds the following: (a) 25,000 for urban interchanges (b) 20,000 for suburban interchanges (c) 10,000 for rural interchanges Case PIL-3 requires that the ratio of night to day accidents experienced within the interchange limited access area be between 1.25:1 and 1.5:1. * Where there is continuous freeway lighting, there should be complete interchange lighting (CIL). If continuous freeway lighting is warranted, but not initially installed, then partial interchange lighting is considered to be justified under CFL-1 or CFL-2. With this situation, PIL-1 or PIL-2 does not have to be satisfied. Revised July 18, 2014 October 23,

138 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Average Maintained Luminance Design Values Average Illuminance on the Pavement 1 Roadway and Walkway Classification 2 Foot-Candles Uniformity (avg./min.) Freeway (including ramps) :1 Expressway (including ramps) 3 Major 3 Collector 3 Local 3 Commercial 1.3 Intermediate 1.1 Residential 0.8 Commercial 1.6 Intermediate 1.2 Residential 0.8 Commercial 1.1 Intermediate 0.8 Residential 0.6 Commercial 0.8 Intermediate 0.7 Residential 0.4 3:1 3:1 4:1 6:1 Commercial 1.3 3:1 Sidewalks Intermediate 0.8 4:1 Residential 0.4 6:1 Pedestrian Ways and Bicycle Paths :1 Notes: 1. Based upon R3 pavement classification, i.e. asphalt road surface, rough texture, Q 0 = The terms commercial, intermediate and residential are defined in Section See Chapter 1301 for definitions of the other terms. 3. Adapted from American National Standard Practice for Roadway Lighting ANSI/ES RP-8, 1983: Illuminating Engineering Society of North America. Used by permission. 4. This assumes a separate facility. Facilities adjacent to a vehicular roadway should use the illuminance levels for that roadway October 23, 2003 Revised July 18, 2014

139 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Nominal Mounting Height and Wattage Mounting Height (Nominal) Feet Luminaire Rating (Lamp Wattage) Table Typical Bracket Arm Lengths Location Guardrail Offset Feet Pole Offset Feet Bracket Arm Length Feet Mainline * Ramps * * *Shorter lengths should be considered on the inside of sharp curves, as discussed above. Revised July 18, 2014 October 23,

140 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Recommended Conduit Sizes Usage Nominal Size (ID) Inches Pavement Crossovers 3 Bridge and Concrete Barrier Raceways Longitudinal Conduit in Shoulder Areas 2 3 Structure Grounding - Embedded 1 1/4 Underpass Lighting Service 1 1/4 Conduit Ells Service Pole Pull Box to First Roadway Pull Box or Lighting Unit Same as connecting conduit, or 2 1/2 minimum for duct cable 3 (minimum) Table Lighting Load Table Circuit N Sign No. 5 Sign No. 7 Circuit E U.P. Lights Sign No. 12 Sign No W = W = W = W = W = W = W = 13,600 W 350 W 100 W 14,050 W 13,600 W 300 W 350 W 700 W 14,950 W Circuit S U.P. Lights Sign No. 3 Sign No. 8 Sign No. 1 Sign No. 18 Circuit W Exist. Sign No. 101 Exist. Sign No W = W = W = W = W = W = W = W = W = W = W = 13,600 W 800 W 300 W 175 W 100 W 100 W 1,225 W 16,300 W 11,200 W 1,000 W 175 W 1,225 W 13,600 W October 23, 2003 Revised July 18, 2014

141 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Recommended Lateral Soil Pressures for Foundations Recommended Lateral Soil Pressure (Pounds Per Square Foot Per Foot of Depth) CLASS OF MATERIAL Value Rock in Natural Beds - Limited by the Stress in the Pile Compact Well Graded Gravel 400 Hard Dense Clay 400 Compact Coarse Sand 350 Compact Coarse and Fine Sand 300 Medium Stiff Clay 300 Compact Fine Sand 250 Ordinary Silt 200 Sandy Clay 200 Compact Inorganic Sand and Silt Mixtures 200 Soft Clay 100 Loose Organic Sand and Silt Mixtures and Muck or Bay Mud 0 (July 18, 2014) October 23,

142 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Foundation Embedment Nomograph October 23, 2003 (July 18, 2014)

143 1100 HIGHWAY LIGHTING Traffic Engineering Manual Table Allowable Lateral Soil Resistance Tower Height (Feet) Foundation Diameter (Feet) Allowable Lateral Soil Resistance (psf/ft. of depth) Foundation Depth (Feet) Table Highway Lighting Responsibilities Area Facility Unincorporated Incorporated Interstate 1 State State U.S. Route 1 State Municipal Corporation 2 State Route 1 State Municipal Corporation 2 County Road County Not applicable Township Road Township Not applicable Public Street Not applicable Municipal Corporation Private Street Street Owner Street Owner Notes: 1. Where the facility is of freeway design, only the mainline and ramps are considered to be part of the facility. 2. The highway lighting maintenance and energy costs shall be borne by the municipal corporation. (July 18, 2014) October 23,

144 1100 HIGHWAY LIGHTING Traffic Engineering Manual Intentionally blank October 23, 2003 (July 18, 2014)

145 1100 HIGHWAY LIGHTING Traffic Engineering Manual 1198 FIGURES INDEX Roadway Lighting Fixture Distribution As noted in Section , Figure illustrates five basic distributions of highway lighting fixtures Effects of Full Cut-Off and Non Cut-Off Luminaires As noted in Section , Figure illustrates the effects of full cut-off and non cut-off luminaires Typical Luminaire Placement Partial Interchange Lighting (PIL) As noted in Section , Figure illustrates typical luminaire placement for a partial interchange Detail of Luminaire Placement for Class I Exit Terminal (PIL) As noted in Section and Figure , Figure illustrates detail information regarding luminaire placement for an exit ramp terminal Partial Lighting Applications to the Basic Diamond Interchange As noted in Section , Figure illustrates typical luminaire placement for a basic diamond interchange Reserved for Future Information Figure deleted but the space has been saved for now Intersection Lighting Examples As noted in Section , Figure illustrates typical luminaire placement for intersections Luminaire Mounting Arrangements As noted in Section , Figure illustrates different luminaire arrangements for street lighting Overpass Key Unit Locations As noted in Section , Figure illustrates overpass key unit locations Underpass Key Unit Locations As noted in Section , Figure illustrates underpass key unit locations Control Center Data Chart As noted in Sections and , Figure illustrates a chart used in the plans to provide information needed about the control center Voltage Drop Study As noted in Section , Figure illustrates calculation and analysis methods for producing lighting designs. (July 18, 2014) October 23,

146 1100 HIGHWAY LIGHTING Traffic Engineering Manual Intentionally blank October 23, 2003 (July 18, 2014)

147 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Roadway Lighting Fixture Distribution (July 18, 2014) October 23,

148 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Effects of Full Cut-Off and Non Cut-Off Luminaires October 23, 2003 (July 18, 2014)

149 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Typical Luminaire Placement Partial Interchange Lighting (PIL) Notes: 1. For additional details of sketch (A), see Figure (F) denotes additional unit, when future/full lighting is provided. 3. Unit spacing varies with pavement width. 4. Number of units depends upon the length of the speed-change lane. (July 18, 2014) October 23,

150 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Detail of Luminaire Placement for Class I Exit Terminal (PIL) * This spacing may be less on a sharply curved ramp, or when the design uniformity exceeds 4.0 to 1.0. Notes: 1. This layout is based on an average initial intensity of 1.2 foot candles and a maximum uniformity of 4.0 to (F) denotes additional unit when future/full lighting is provided October 23, 2003 (July 18, 2014)

151 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Partial Lighting Applications to the Basic Diamond Interchange Figure Reserved for Future Information Figure has been deleted; however, for now the space has been saved for a future revision. (July 18, 2014) October 23,

152 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Intersection Lighting Examples Figure Luminaire Mounting Arrangements Luminaire mounting arrangements: (a) Median; (b) Right-side; (c) Left-side; (d) Staggered; and (e) Opposite October 23, 2003 (July 18, 2014)

153 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Overpass Key Unit Locations (July 18, 2014) October 23,

154 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Underpass Key Unit Locations October 23, 2003 (July 18, 2014)

155 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Control Center Data Chart CONTROL CENTER DATA CONTROL CENTER DESIGNATION LINE VOLTS CONNECTED LOAD (KVA) SERVICE ENTRANCE CONDUCTOR SIZE - AWG ENCLOSURE RATING (AMPS) CIRCUIT NO. CIRCUIT LOAD AMPS CIRCUIT FUSE SIZE AMPS CIRCUIT CABLE SIZE AWG MAINTAINING AGENCY Note: For additional control center details, see Standard Drawings. Revised July 18, 2014 October 23,

156 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure Voltage Drop Study October 23, 2003 (July 18, 2014)

157 1200 ZONES AND STUDIES Traffic Engineering Manual TABLE OF CONTENTS Part 12 - ZONES AND TRAFFIC ENGINEERING STUDIES 1200 GENERAL TRAFFIC CONTROL ZONES SCHOOL ZONES SPEED ZONES General Procedures for Requesting and Authorizing Speed Zones General ODOT-Maintained Highways - General Procedure Local Roads - General Procedure Split Jurisdictions Speed Zone Tracking Application Narrow and Low-Volume Rural Roads (Form ) Unimproved Highways and Residential and Commercial Subdivision Streets (Form ) Freeways and High-Speed Multi-Lane Divided Routes Speed Zones in Temporary Traffic Control Zones (Work Zone Speed Zones) General WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Design (Figure a) WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Construction (Figure b) WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Operations/ Maintenance Work (Figure c) Reserved for Future Information Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi-Lane Highways (Table ) WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways (Form ) Speed Zone Studies General Field Review Speed Check (Form ) Speed Zone Warrant Sheet (Form ) General Information Used in Completing Form Additional Information/Considerations Withdrawal of Authorization Documentation and Records Management General Documentation for Work Zone Speed Zones (WZSZs) Records Management and Retention (October 16, 2015) October 23,

158 1200 ZONES AND STUDIES Traffic Engineering Manual 1204 PARKING CONTROL ZONES General Procedure for Authorizing Parking Control Zones Engineering Study Withdrawal of Authorization Documentation and Records Management OTHER ZONES TRAFFIC ENGINEERING STUDIES SAFETY STUDY GUIDELINES What is a Safety Study? General Safety Study Initiation Safety Study Process Table of Contents Title Page One Page Project Summary Executive Summary Purpose and Need Statement Existing Conditions Background Condition Diagram(s) Physical Condition Write-up Photos Other Issues and Data Crash Data and Analysis Crash Data Summaries, Graphs and Tables Collision Diagram(s) Crash Summary Narrative Site Diagnosis and Identification of Potential Countermeasures Design Evaluation (If Applicable) Proposed Countermeasure Evaluation Conclusions Summary of Supplemental Traffic Studies Recommendations and Prioritization Countermeasure Recommendations and Implementation Plan Proposed Condition Diagrams Appendices (If Completed or Authorized) OTHER TRAFFIC ENGINEERING STUDIES General Determining Curve Advisory Speeds General Ball Bank Indicator Calculation Method to Determine Curve Advisory Speed Delay Studies Systematic Signal Timing & Phasing Program (SSTPP) General Benefits Eligibility MPO & Local Documentation Requirements Project Scope October 23, 2002 (October 16, 2015)

159 1200 ZONES AND STUDIES Traffic Engineering Manual Road Safety Audits (RSAs) General Purpose FORMS INDEX Form Speed Zone Request for Narrow and Low-Volume Rural Roads Form Speed Zone Warrant Sheet Form Sample Speed Study Data Sheet Form Completed Sample Speed Study Data Sheet Form Speed Check Form Form Speed Limit Revision (Forms a and b) Form Withdrawal of Issued Speed Limit Revision (Forms a and b) Form Field Report on Parking Practices Form Establishment of No-Parking Restrictions Form Withdrawal of Issued No-Parking Restrictions Form Curve Study Sheet Form Reserved - Existing Form Deleted Form Reserved - Existing Form Deleted Form Freeway and Rural Expressway Speed Zone Evaluation Sheet Form Speed Zone Request for Unimproved Highways and Residential or Commercial Subdivision Streets Form Reserved Deleted the Existing Form Form Work Zone Speed Zone Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways Form Work Zone Speed Zone (WZSZ) Tracking Report Form Sample OSHP Concurrence Sheet TABLES INDEX Table Symbols for Use with the Speed Study Data Sheet Table Speed Zone Warrant Analysis Highway Development Table Speed Zone Warrant Analysis Roadway Features Table Speed and Parking Zone Revision Number Assignments Table Reserved for Future Information Table Speed Zone Warrant Analysis Roadway Characteristics Table Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi-Lane Highways FIGURES INDEX Figure Work Zone Speed Zoning Process (Figures a, b and c) Figure Examples of Signal Timing and Phasing Improvements Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form Figure Examples of Type C Roadway Characteristics for Speed Zoning for Form Figure Sample Full Safety Study Table of Contents Figure Title Page Example Figure Title Page Example Figure One Page Project Summary Example Figure One Page Project Summary Example Figure Executive Summary Outline Figure Existing Conditions Diagram Roadway Section Figure Existing Conditions Diagram Intersection Figure Intersection Collision Diagram Example (October 16, 2015) October 23,

160 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Intersection Collision Diagram Example Figure Roadway Section Collision Diagram Example Figure Summary of Crash Pattern Tables Figure Crash Histogram Figure ECAT Project Safety Performance Summary Report Existing Conditions Figure ECAT Project Safety Performance Summary Report Proposed Safety Improvements Figure Proposed Conditions Diagram Example Figure Proposed Conditions Diagram Example October 23, 2002 (October 16, 2015)

161 1200 ZONES AND STUDIES Traffic Engineering Manual Part 12 ZONES AND TRAFFIC ENGINEERING STUDIES 1200 GENERAL This Part of the TEM addresses ODOT standards, policies, guidelines and procedures for Traffic Control Zones (see Chapter 1201) and traffic engineering studies (see Chapter 1210) TRAFFIC CONTROL ZONES Traffic Control Zones include School Zones, Speed Zones, Parking Control Zones, Pedestrian Safety Zones, Loading Zones, No-Passing Zones and Temporary Traffic Control Zones (Work Zones). ORC Section addresses Speed Zones and School Zones, and Section addresses Slow and Minimum Speeds. For additional information: see Chapter 1202 of this Manual regarding School Zones and School Zone Extensions; Chapter 1203 regarding Speed Zones; and Chapter 1204 regarding Parking Control Zones at locations not covered by existing law (ORC Sections , , and ). Chapter 1205 addresses other zones. No-Passing Zones and Temporary Traffic Control Zones are addressed in OMUTCD Parts 3 and 6, respectively, and additional information may be found in TEM Parts 3 and Part SCHOOL ZONES OMUTCD Section 7B.09 addresses School Zones and School Zone Extensions. Chapter 705 of this Manual describes the procedures for requesting and withdrawing School Zone Extensions. The related forms are shown in Part 7 of this Manual. Full-size copies of the forms are also available for downloading from the Forms page on the Office of Traffic Operations (OTO) website SPEED ZONES General A Speed Zone is a section of street or highway where, on the basis of a geometric and traffic characteristic study or an engineering and traffic investigation, the prima facie speed limit set forth in ORC (B)(1)(a) to (D) is determined to be greater or less than is reasonable or safe and the Director and/or appropriate local authorities have declared a reasonable and safe prima facie speed limit and erected signs in accordance with ORC This study or investigation is typically referred to as a Speed Zone Study. The processes for requesting and authorizing Speed Zones, and some short form alternative studies and forms, are described in Section Details related to conducting a full traditional Speed Zone Study are addressed in Section It should be noted that Warning Signs and Advisory Speed signs in accordance with the OMUTCD should be considered before speed zoning based solely on roadway characteristics. As noted in OMUTCD Section 2B.11, ORC Section establishes speed limits for all streets and highways within the State. It also provides that the Director may alter speed limits, and that local authorities may request that the Director determine and declare a reasonable and safe speed limit on certain highways under their jurisdiction. When circumstances that were part of the justification for an altered speed limit change, it may be (October 16, 2015) October 23,

162 1200 ZONES AND STUDIES Traffic Engineering Manual necessary to withdraw the authorization for the Speed Zone, e.g., a Corporation Line moves. Section describes the withdrawal process. Under ORC Division (K), a Board of Township Trustees may, by resolution and based on an engineering and traffic investigation, declare a prima-facie speed limit on unimproved highways and also on highways under their jurisdiction which are within residential and commercial subdivisions (see Section ). In altering speed limits, the minimum length of a new zone not contiguous to an existing Speed Zone should be greater than or equal to 0.5 miles; however, extensions of existing warranted zones may be shorter. Occasionally, to promote safe and efficient operations on the highway system, it may be determined that the speed limit should temporarily be reduced due to a construction work zone (see TEM Section and ORC Section ). Additional regulations on speed limits can be found in ORC Sections (Speed limit on private residential road or driveway), (Speed regulations on bridges) and (Emergency vehicles excepted from speed regulations). Speeds are currently only posted in English units (miles per hour); therefore, all studies related to speed limits shall be conducted and calculated in English units. This will simplify the study process and also eliminate any possibility of errors in the final determined speed caused by either additional calculations or the use of conversion factors Procedures for Requesting and Authorizing Speed Zones General Requests for Speed Zones needing the approval of the Director of Transportation are submitted to the District Speed Zoning Coordinator (DSZC) for review and approval using one of the forms and procedures described in this Section. All the forms described herein and shown in Chapter 1296 are also available from the Forms webpage on the OTO website. For certain situations, short form alternative studies have been developed: for rural roads with a width of 16 feet or less or an ADT of 400 or less, see Section ; for unimproved County Roads and residential or commercial subdivision streets see Section ; for freeways and high-speed multi-lane divided highways see Section The procedure and forms for speed zones in temporary traffic control zones (work zone speed zones) are addressed in Section A quick reference guide is provided below as to what situation each of the forms addresses: Form No. Section No. Form Title Speed Zone Request for Narrow & Low-Volume Rural Roads Speed Zone Warrant Sheet (for situations not covered by the alternative forms) Freeway & Expressway Speed Zone Evaluation Sheet Speed Zone Request for Unimproved Highways & Residential and Commercial Subdivision Streets Work Zone Speed Zone (WZSZ) Evaluation Sheet for High- Speed ( 55 mph) Multi-Lane Highways 12-6 October 23, 2002 Revised October 16, 2015

163 1200 ZONES AND STUDIES Traffic Engineering Manual ODOT-Maintained Highways General Procedure All proposals for alterations of speed limits on ODOT-maintained highways shall be documented with the appropriate Speed Zone Study as outlined in Section or using an appropriate alternative process or form described in Section For temporary traffic control situations (WZSZs), see Subsection Once a determination has been made to alter a speed limit, the District shall forward the proposed speed limit reduction to the appropriate Ohio State Highway Patrol (OSHP) District Office for review and comment. Form is a sample form that can be used to help expedite this review. The information at the top of the form would be completed by the District as appropriate for the specific zoning proposal, so that the form just has to be signed and returned to the District after OSHP review. Following resolution of the OSHP comments, if any, the District shall prepare a description of the Speed Zone for the Director s approval using Form (Speed Limit Revision). The revised speed limit is not in effect until the appropriate signs have been erected. Therefore, erection of the new Speed Limit signs, and their removal if/when the zone is withdrawn, must be documented to verify when the Speed Zone is in effect. See Section for further details on the documentation process Local Roads General Procedure As noted in Section , a Board of Township Trustees may, by resolution and based on an engineering and traffic investigation, declare a prima-facie speed limit on unimproved highways and also on highways under their jurisdiction which are within residential and commercial subdivisions. The terms unimproved highway, and residential and commercial subdivision are defined in ORC Division (K). It is recommended that the Townships document the reasons for these Speed Zones and when the Speed Limit signs are erected. Form is an example of a form that can be used for such documentation. Except as provided in ORC (K) for Township Roads, all requests for reduced speed limits on local roads (i.e., roads under the jurisdiction of a highway authority other than ODOT) shall be submitted to the District using one of the forms described herein. The request shall be accompanied by the appropriate resolution or ordinance from the local authorities. The appropriate Speed Zone Study, as outlined in Section , shall be included with all such requests unless the request qualifies for one of the abbreviated processes or forms described in Section Concurrence from the appropriate enforcement agency should be included with the study. All requests shall be acknowledged, and the local authorities shall be notified whether additional data will be necessary to substantiate their request. For temporary traffic control situations (WZSZs), see Subsection Based on the information received and a field review conducted by ODOT personnel (if appropriate), the District shall determine a reasonable and safe speed limit. If this determination is substantially different from that which was requested, the local authorities may be asked to further substantiate their original request, and a new determination may be made. Following resolution of any comments, the District shall prepare a description of the Speed Zone for the Director s approval using Form (Speed Limit Revision). The District shall notify the local authorities of ODOT s final action on the proposed Speed Zone. The revised speed limit is not in effect until the appropriate signs have been erected. Therefore, erection of the new Speed Limit signs, and their removal if/when the zone is withdrawn, must Revised October 16, 2015 October 23,

164 1200 ZONES AND STUDIES Traffic Engineering Manual be documented to verify when the Speed Zone is in effect. See Section for further details on the documentation process Split Jurisdictions ORC Division (N) addresses situations where the boundary of two local authorities rests on the centerline of a highway and both authorities have jurisdiction over the highway. Aside from Division (N) and the speed zoning process, there is currently no provision to address the inconsistency and confusion caused when responsibility for a section of highway is split between different jurisdictions. The speed limit on the road may differ depending on which side of the road you are traveling. This can be confusing to motorists. When this occurs on ODOT-maintained highways, using the speed zoning process, the District should work with the local jurisdiction(s) to try to address the differences. This may involve: 1. Raising the lower speed limit to match the higher statutory speed. 2. Lowering the higher speed limit to match the lower statutory speed. 3. Determining an altered speed limit in between the existing speed limits that both jurisdictions can agree is appropriate. 4. Leaving the statutory speed limit on each highway section. Although this process will usually involve the District reviewing a speed zoning request submitted by the local jurisdiction, the District should periodically review sections where this split jurisdiction situation occurs on ODOT-maintained highways to consider making a change in the speed limit on the ODOT portion of the highway. The District may also initiate discussions with the local jurisdiction about jointly determining an appropriate altered speed limit for the section of highway. If a local jurisdiction is going to submit a speed zoning request for a roadway section that involves split jurisdictions, the jurisdiction initiating the request shall first contact the adjacent jurisdiction(s) to see if a compromise request can be developed. The speed zone request submitted to the District shall include copies of the related Resolutions (or Ordinances) from all jurisdictions involved Speed Zone Tracking Application When the Speed Zone Study has been properly prepared the review process should take no more than 90 days from the date the District received the request to the date the District notifies the local jurisdiction of ODOT s final determination on the proposed Speed Zone. The District will notify the local jurisdiction upon receipt of the Speed Zone Study. The local jurisdiction will also receive a progress report from ODOT after 45 days. If the initial request is incomplete or if the District later in the review process requires additional information, this 90- day period begins again when the District receives the information. A software application was implemented in January 2008 to track the status of Speed Zoning requests from local authorities as they are processed by ODOT. Each District enters the required data as requests are received and updates the records as each request is processed. As the 90-day deadline approaches for each request, reminder notices are sent to key District personnel Narrow and Low-Volume Rural Roads (Form ) For rural roads with a width of 16 feet or less or an ADT of 400 or less, Form may be used to request a reduced speed limit. The data required for a Speed Zone Study for roads in these categories has been reduced and the form has been streamlined. A Speed Check is not required. The form was developed as a Microsoft Excel program; however, it may also be completed by hand October 23, 2002 Revised October 16, 2015

165 1200 ZONES AND STUDIES Traffic Engineering Manual The first sheet of the short form for Narrow and Low-Volume Roads is basically for data input. In the Excel file, when the mouse cursor hovers over the characteristics designations A1, B1, etc. a text description of that category pops up. There are also links to graphic examples of the characteristics categories and crash data samples. The second sheet in the file is a more traditional version of the warrant form: it includes the formulas and makes the calculations, based on the data entered on the first sheet. The third sheet provides a graphic illustration of the roadway characteristics information; and the last sheet provides a sample crash diagram for the roadway section showing which types of crashes should be included when performing a speed study. Table provides additional information about the Roadway Characteristics categories used with this form, and Figures through provide aerial view illustrations to help describe these categories. If the Excel software isn t available, sheet 1 or 2 may be copied, completed by hand and submitted. A Comments section has been provided on the form in case there is additional information the requesting agency wants to bring to the reviewer s attention (see Section ) Unimproved Highways and Residential and Commercial Subdivision Streets (Form ) As noted in Sections and , the Ohio Revised Code allows Townships (based on an engineering and traffic investigation ) to alter by Resolution the speed limit on unimproved highways and residential and commercial subdivision streets to less than 55 miles per hour, but not less than 25 miles per hour. ODOT has established an abbreviated speed zoning request form to allow the Counties to do the same, by submitting a copy of Form to the ODOT District with a Resolution from the Board of County Commissioners. The definitions for unimproved highway, residential subdivision and commercial subdivision shall be as shown in ORC Division (K), except that they will apply in this case to County Routes. The Comments portion of the form can be used to document information from the study made to support the speed reduction. As noted in Section , it is recommended that Townships document the reasons for the Speed Zones they establish on unimproved highways and residential and commercial subdivision streets, and when the Speed Limit signs are erected. Form is an example of a form that can be used for such documentation Freeways and High-Speed Multi-Lane Divided Routes Since the basic Speed Zone Warrant Sheet (Form ) is not set up to address situations involving speed limits over 55 miles per hour, other methods have been developed for reviewing situations involving freeway and other high-speed multi-lane divided highways when they arise. For freeways and rural expressways, Form may be used to submit requests for changes in the speed limit. The ADT/lane is intended to be vehicles per continuous lane. Generally, 65 miles per hour is considered appropriate for expressways with no driveways. For controlled access non-expressways with no driveways, 60 miles per hour is generally considered a more appropriate speed limit; and 55 miles per hour is considered more appropriate when there is no access control and driveways are present. However, these guidelines are not intended to be rigid. It is recognized that there may be cases where exceptions are appropriate. For example, a single drive added in a several mile section of an expressway would not be considered sufficient by itself to warrant lowering the speed limit to Revised October 16, 2015 October 23,

166 1200 ZONES AND STUDIES Traffic Engineering Manual 60 miles per hour. Also, for a non-expressway section with no driveways between two expressway sections, it may be appropriate to consider a 65 miles per hour speed limit. As with other speed zoning situations, there may be a need to go 5 miles per hour one way or the other to address other considerations, such as those noted in Section Speed Zones in Temporary Traffic Control Zones (Work Zone Speed Zones) General Research has shown that motorists will only reduce their speed if they clearly perceive a need to do so. However, a speed limit reduction may be desirable in temporary traffic control zones that involve work on or near the traveled way, particularly on high-speed multi-lane highways. The Work Zone Speed Zone (WZSZ) process described herein applies to any work zone located on a multi-lane highway 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 and has an expected work duration of at least three hours. For purposes of the WZSZ process: the conditions that would reduce existing functionality of the travel lanes or shoulders are lane closures, lane shifts, crossovers, contraflow and/or shoulder closures; and 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. The three-hour duration requirement is used to balance the additional exposure created by installing and removing WZSZ signing with the time needed to complete the construction or maintenance work. Speed zones in construction work zones should be reviewed and approved as early as possible in the planning process. Sections through address details of the process as applied to construction projects in the design phase and during construction, as well as Operations/Maintenance projects. Sections and provide additional information used to navigate and complete the process. At this time, Work Zone Speed Zones (WZSZs) on other streets and highways will be considered on a case-by-case basis, and must be submitted individually to the District Work Zone Traffic Manager (DWZTM) and District Speed Zoning Coordinator (DSZC) using one of the other applicable processes described in Section Before the District may approve such request, concurrence shall be obtained from the Office of Roadway Engineering (ORE). If approved, the WZSZ must still be established and documented through a Speed Limit Revision Form, implemented in the field and tracked using principles consistent with the WZSZs on high-speed (> mph) multi-lane highways, and withdrawn when completed. A WZSZ is not in effect and enforceable unless 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 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. For further details about information that needs to be addressed regarding WZSZs, see Sections , , , and When the need for the WZSZ has ended, the WZSZ signage shall be removed and the original (pre-construction) speed limit signage restored. The related Work Zone Speed October 23, 2002 Revised October 16, 2015

167 1200 ZONES AND STUDIES Traffic Engineering Manual Limit Revision shall be withdrawn (see Section ). See Section for further information about documentation of WZSZs. This includes the required documentation of when and where the signs are erected, what speed limit is displayed, and when they are removed WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Design (Figure a) In addition to the provisions of Section , details of the WZSZ process for construction projects during design, including design build projects, are described in Figure a, Work Zone Speed Zoning Process for Construction Projects Design Phase. As noted above, Speed Zones in construction work zones should be reviewed and approved as early as possible WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Construction (Figure b) In addition to the provisions of Section , details of the WZSZ process for construction projects during construction, are described in Figure b, Work Zone Speed Zoning Process for Construction Projects During Construction WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Operations/ Maintenance Work (Figure c) In addition to the provisions of Section , details of the WZSZ process for operations and maintenance work on high-speed ( 55 mph) multi-lane highways are described in Figure c, Work Zone Speed Zoning Process for Operations/ Maintenance Work Reserved for Future Information The new WZSZ process eliminated the need for the Work Zone Speed Zone Justification Report (Form ). Therefore, the form and related text has been deleted. This Section is reserved for future use Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi-Lane Highways (Table ) Table is used to determine the warranted speed limit value(s) during qualifying work zone conditions (defined below and in Section ) for multi-lane highways with a pre-construction speed limit of 55 mph or higher. All WZSZs are variable in nature, with the warranted work zone speed limit fluctuating with the conditions and factors in place at the time. The table provides the warranted speed limit for each of the specific conditions given. Only one warranted speed limit applies at any one time; speed limit reductions are not cumulative. As conditions in the work zone change, the work zone speed limit shall adjust accordingly per Table WZSZ shall not be used for Moving/Mobile activities, as defined by the OMUTCD. The following are definitions and additional information for use with Table : Work Zone Condition A qualifying work zone condition is one that is at least 0.5 mile in length (as defined in Section ), with an expected work duration of at least three hours, and reduces the existing functionality of the travel lanes or shoulders. As noted in Revised October 16, 2015 October 23,

168 1200 ZONES AND STUDIES Traffic Engineering Manual Section , the conditions that would reduce existing functionality of the travel lanes or shoulder are lane closure, lane shift, crossover, contraflow and/or shoulder closure. Original Posted Speed Limit The original, pre-construction, speed limit prior to any WZSZ. When determining a warranted work zone speed limit for a new or revised work zone condition in which there is a pre-existing work zone speed limit in place, always use the original (pre-construction) speed limit. Do not base a new work zone speed limit upon a prior work zone speed limit. Speed limit reductions are not cumulative. Positive Protection - Positive protection is generally regarded as portable barrier or other rigid barrier in use along the work area within the subject qualifying work zone condition. A work zone Without Positive Protection is generally regarded as using drums, cones, shadow vehicle, etc., along the work area within the subject qualifying work zone condition. For work zones that are utilizing a combination of Temporary Traffic Control Devices (TTCDs), the designation of with or without positive protection should be based upon the type of devices used for the qualifying work zone condition being considered. If there is a combination of TTCD within the qualifying work zone condition being considered, engineering judgement should be used in determining the designation with consideration being given more towards the area in which workers will be located. Worker Presence Workers are considered as being present when on-site, working within the subject qualifying work zone condition. The following are two examples demonstrating how to determine warranted work zone speed limit values from Table : Example 1 An Interstate with an original, pre-construction, posted speed limit of 70 mph will have a lane shift of 10-feet (>0.5 mile in length) in place 24/7 for several weeks using portable barrier. The work zone speed limit while the lane shift is in place when workers are present is 60 mph (65 when workers are not present, but the lane shift remains in place). For one night there will also be a lane closure (> 0.5 mile in length) for six hours using drums; and the closed lane will be restored (reopened) before the end of the work shift, while the lane shift remains in place. The work zone speed limit during the lane closure is 55 mph and would only be applicable for the length of the lane closure. Once the closed lane was restored, the work zone speed limit in that area would go back to 60 mph while workers and the lane shift were still present. Example 2 An Interstate with an original, pre-construction, posted speed limit of 65 mph will have a nighttime lane closure (>0.5 mile in length) in place for seven hours using drums, and the closure will be repeated nightly for three days. When workers are not present, all lane and shoulder functionality is restored. The work zone speed limit during times when the lane closure is in place and workers are present would be 50 mph. When workers are not present (and the condition impacting the existing functionality of the lane and shoulder is not present) the work zone speed limit would be the original, pre-construction, speed limit of 65 mph. See Section for information regarding an optional form for assistance in working with Table WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways (Form ) Form is an optional form available to assist in navigating the information in Table The form is used in the same way as Table , to determine the warranted work zone speed limit values during qualifying work zone conditions on multi-lane highways October 23, 2002 Revised October 16, 2015

169 1200 ZONES AND STUDIES Traffic Engineering Manual with original (pre-construction) speed limits of 55 mph or higher. See Section for definitions and additional information that applies to the use of Form Speed Zone Studies General Generally, a Speed Zone Study used to support a request for alteration of a speed limit should include Forms (Speed Zone Warrant Sheet), and Form (Speed Check Form) and a scaled area map, sketch, or aerial view to identify the location of the proposed zone. Alternative abbreviated study procedures have been developed to address certain situations involving: narrow or low-volume rural roads, unimproved County Roads, residential and commercial County subdivision streets, freeways, rural expressways and high-speed divided highways, and temporary traffic control zones on high-speed ( 55 mph) multi-lane highways. These are addressed in Sections , , and , respectively. If conditions are not relatively consistent throughout the section under study, consideration should be given to splitting the study area into shorter sections. Turning lanes, or other special lanes, are not normally used in this calculation Field Review A field review of the roadway section shall be made noting various physical conditions along and adjacent to the highway and identifying where crashes have occurred. The Speed Study Data Sheet (Form ) or a similar document may be useful in consolidating this information. (Form provides a completed sample of this form, using symbols from Table ) The field review should consider: 1. Roadway width, width of lanes, width of berm, setbacks of the buildings, distances to any fixed objects within 10 feet of the pavement edge, and type and condition of the pavement surface should also be shown. 2. On ODOT-maintained routes, SLM log points shall be used. A 1 inch = 0.1 mile scale should be used along the centerline of the roadway. Lateral dimensions need not be scaled. 3. The review should consider features 500 feet beyond each end of the proposed zone. 4. Pavement marking or restricted sight distances less than 600 feet, signals and flashers, and Warning and Regulatory Signs. 5. The number of, and point at which, more than five pedestrians per hour cross or walk on the pavement. 6. The number and type of crashes that occurred in the last three years. 7. Test runs should be made; however, these will also be conducted by the District personnel reviewing requests submitted to ODOT. a. Test runs should be made by driving as fast as it is comfortably safe. b. Test runs should be made in such a way that other traffic will not delay the test car. c. The speed should be recorded at a range of 0.10 to 0.25 mile interval or more. d. The average speed of three test runs should be determined in each direction Speed Check (Form ) Except when using one of the abbreviated study procedures described in Sections through , or a summary sheet resulting from a mechanical speed check device and its associated software, a speed check using Form (Speed Check Form) or a similar form, shall be included in the study. Revised October 16, 2015 October 23,

170 1200 ZONES AND STUDIES Traffic Engineering Manual 1. Speed checks may be taken with any device that will indicate vehicle speed with an accuracy of +10 percent. 2. Record speeds of 100 vehicles for each direction of travel (observation need not exceed one hour even if less than 100 vehicles are recorded traveling in each direction). 3. Speed checks should be taken at the 1/3 points (total of four checks) for zones mile in length, and at mile intervals for zones over 1 mile in length Speed Zone Warrant Sheet (Form ) General Form should be used in analyzing speed reduction requests that do not fall into the categories discussed in Sections through for the abbreviated Speed Zone request procedures. The data collected from the field review of the location and the information discussed in Subsection are used to complete Form The current form was developed as a Microsoft Excel file; however, it may also be completed by hand. The first sheet of Form is basically for data input. In the Excel file, when the mouse cursor hovers over the characteristics designations A1, B1, etc. a text description of that category pops up. There are also links to graphic examples of the characteristics categories and crash data samples. The second sheet in the file is a more traditional version of the warrant form: it includes the formulas and makes the calculations, based on the data entered on the first sheet. The third sheet provides a graphic illustration of the roadway characteristics information; and the last sheet provides a sample crash diagram for the roadway section showing which types of crashes should be included when performing a speed study. The roadway characteristics information and types of crashes illustration used with this form are the same as those introduced with the Narrow and Low-Volume Roads short form in Table provides additional information about the Roadway Characteristics categories used with this form, and Figures through provide aerial view illustrations to help describe these categories. If the Excel software is not available, sheet 1 or 2 may be copied, completed by hand, and submitted. A Comments section has been provided on the form in case there is additional information the requesting agency wants to bring to the reviewer s attention (see Subsection ) Information Used in Completing Form The following data is used in completing the Warrant Sheet: 1. Highway Development consists of evaluating the extent of building development and classification of intersections. These components are described in Table Intersections at the end of the study area should not be counted. The building development and intersection classification calculations are added and then the total is divided by the length (in miles) of the zone. 2. Roadway Features consists of evaluating the roadway design characteristics including lane width, shoulders curves and grades. Table defines the Roadway Feature components. It is recognized that shoulder features may not be consistent throughout the roadway October 23, 2002 (October 16, 2015)

171 1200 ZONES AND STUDIES Traffic Engineering Manual section under study. A judgment will need to be made to determine the most prominent design, unimproved or improved, and width. The names of the crossroads should be noted in the Comments section th-Percentile Speed can be determined by taking spot speed observations during weekday off-peak periods. Spot speed checks should be taken to reflect only freeflowing vehicles. A vehicle is considered free flow if there is a minimum of five seconds gap (headway) from the other vehicle ahead of it, and it is not accelerating or decelerating for other reasons. If it is not possible to observe free-flow conditions, then the 85th-percentile speed of all vehicles should be increased 5 to 10 miles per hour to approximate the free-flow 85th-percentile speed. If the 85th-percentile speed of several speed checks varies considerably and is in more than one range in the warrant analysis, average the speed or select the most representative speed. Another option for determining 85th-percentile speed involves the use of probe-based data. Traffic information is collected from ODOT-maintained roads, then data analytics is used to determine the 85th-percentile speed. The Office of Traffic Operations (OTO) has created detailed instructions for downloading the data and calculating the 85th-pecentile speed using an OTO developed program. This information is available from the Regulations web page on the OTO website. 4. Pace is the ten mile per hour range of speeds containing the greatest number of observed speeds. If the paces of several speed checks vary considerably and are in more than one range in the warrant analysis, average the pace or select the most representative pace. 5. Crashes/MVM - intersection crashes not on the approach to the section under study should not be included in the evaluation; and crashes at horizontal curves should be considered only after all appropriate Warning and Advisory Speed signs are in place. Caution needs to be exercised in applying the crash experience if there is an over representation of crashes caused by situations essentially independent of the permanent speed limit. Therefore, in determining a permanent speed limit, crashes caused by animals, impaired drivers, vehicle defects, load shifts, construction and environmental conditions, such as snow and ice, should not be included in the crash experience. It is desirable to consider a review of crashes over a three-year period; however, crash data for one year is acceptable if more is not available. Copies of the crash reports, or a list documenting the location and type of each crash, shall be submitted with the request. 6. Test Run data is recorded by the District when reviewing the speed zoning request and the information is shown on the form because the average test run speed is beneficial in supporting the spot speed data as reflecting free-flow conditions. Also it is beneficial in comparing or matching the fit of the spot speed data to the full length of the section under study Additional Information/Considerations There may be a need to consider adjusting the speed limit more than normal rounding to the nearest five miles per hour of the calculated speed as reflected in the speed study. Therefore, each Speed Zone request form includes a provision for noting Comments/Additional Information. This space has been provided for the requestor to note any additional information that might be of interest to the reviewer in considering the request. Items to consider or additional information to provide when recommending a speed limit different than the calculated value may include: 1. A study area near or adjacent to an incorporated area or other warranted speed reduction(s). (October 16, 2015) October 23,

172 1200 ZONES AND STUDIES Traffic Engineering Manual 2. Maintaining uniformity of speed limits within a contiguous section of highway. 3. Truck volumes along with the lane width should be considered, i.e., Volumes: < 5% Low impact/consideration 5% to 10% Moderate impact/consideration > 10% High impact/consideration An effective width of 20 feet is considered adequate only for low-volume roads where meeting and passing are infrequent and the truck volumes are low. 4. Land along the study area is generally fully developed based on local zoning and/or local subdivision regulations. 5. Other conditions: a. A large number of driveways with limited visibility. b. The results of the test runs are not representative of the 85th-percentile or calculated speed. c. Abnormal traffic volume flows. d. A large number of horizontal and vertical curves requiring speed reductions. e. The use of the road as related to access vs. mobility (e.g., functional classification). f. An unincorporated area that looks to the driver the same as an incorporated area. g. Large number of items that affect the assured clear stopping distance of the driver. h. Volume of pedestrian traffic and/or official signed bike routes. i. Proximity to a school. j. Extreme geometric or other rare or unique work zone feature(s) that cannot otherwise be modified or mitigated and are not otherwise taken into consideration elsewhere in the process (for Work Zone Speed Zones that are on facilities other than high-speed, 55 mph, multi-lane highways). 6. Photographs may also be helpful in describing features of particular concern Withdrawal of Authorization The withdrawal of the authorization for a Speed Zone requires a traffic engineering study/investigation and, insofar as is applicable, shall be accomplished in the same manner in which it was established. Form a (Withdrawal of Issued Speed Zone Authorization) is used to document the withdrawal of any Speed Zone approved by ODOT. Form b is used for withdrawal of work zone speed zones established in accordance with Table , described in Section When an unimproved highway is improved, any Speed Zones established for it based on it being unimproved shall be withdrawn, basically using the same process by which the zone was established. Form can be used, with the explanation noted in the Comments section. If a road is improved so that it no longer qualifies as a narrow road for speed zoning purposes, any Speed Zones established on it as a narrow road shall be withdrawn. The fact that the speed limit had been lowered previously because it was a narrow road, can be noted in the Comments portion of the Speed Zone request form if a speed reduction is requested for the improved highway. This would also apply if the ADT on a road increases to where it would no longer be classified as a low-volume road. See Section for additional information on documentation of the withdrawal of an authorized Speed Zone October 23, 2002 Revised October 16, 2015

173 1200 ZONES AND STUDIES Traffic Engineering Manual Documentation and Records Management General Table shows the range of Revision Numbers to be used by each District for Speed Zones. These numbers shall be used on forms where indicated. For speed zones in temporary traffic control zones, the prefix WZ shall be used with the number. For further information on the documentation of Speed Zones within temporary traffic control zones (work zone speed zones) see Section , Following approval of a regular, permanent speed zone on ODOT-maintained highways, the District shall erect the appropriate Speed Limit signs, record the dates of sign erection on Form a, and notify the OSHP and other law enforcement agencies as appropriate. Following approval of a regular, permanent speed zone for a local jurisdiction, the District shall send the local authority the Speed Limit Revision authorization (Form a). After erecting the related Speed Limit signs, the local authorities shall complete the bottom portion of the form, certifying that the signs were erected and when, and return the form to the District. Upon receipt of the completed Form a, the District shall notify OSHP and other law enforcement agencies as appropriate. As noted in Section , withdrawal of an authorized Speed Zone basically follows the same process used to authorize it originally. The District uses Form a to approve withdrawal of a Speed Zone, and the jurisdiction involved then uses the bottom portion of the form to certify that the related Speed Limit signs have been removed and when. The District shall notify OSHP and other law enforcement agencies as appropriate Documentation for Work Zone Speed Zones (WZSZs) Approval of a WZSZ for a temporary traffic control zone in accordance with Table is documented on Form b, Work Zone Speed Limit Revision Form. The OSHP and other law enforcement agencies shall be notified by the District (or local agency) as appropriate. As noted in Subsection , the WZSZ is not in effect and enforceable unless 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 shall only be displayed when the work zone condition in place reduces the existing functionality of the travel lanes or shoulders. Therefore, records must be kept to document when WZSZs are in effect. This requires documentation of when the related work zone speed limit signs are actually erected and removed, or activated, digitally changed and deactivated. Form , Work Zone Speed Zone (WZSZ) Tracking Report was developed to document all WZSZs, whether using DSL Sign Assemblies or temporary flatsheet Speed Limit signs. On ODOT projects, this form shall be completed, signed and submitted to the project engineer (if applicable), District Work Zone Traffic Manager (DWZTM) and District Speed Zoning Coordinator (DSZC) weekly for all WZSZs. All WZSZ documentation for ODOT construction projects is retained in the District Construction Project files (or District Highway Management files) and Speed Zoning files. When the need for the WZSZ in accordance with Table has ended, a withdrawal of the authorization shall be processed, using Form b. The OSHP and other law enforcement agencies shall be notified as appropriate. Revised October 16, 2015 October 23,

174 1200 ZONES AND STUDIES Traffic Engineering Manual Records Management and Retention The District shall retain paper or electronic copies of the documentation used in establishing and tracking Speed Zones in their permanent files. Paper or electronic copies of the official document authorizing the issuance or withdrawal, as well as any paper or electronic copies of local requests or resolutions, shall also be retained permanently in District files. When a corporation limit, or other feature, that was used as a terminus for an authorized Speed Zone moves, the existing Speed Zone should be withdrawn (Section ) and a new one established. However, if a road used as a reference point is renumbered or the name changes, it is not necessary to withdraw and reestablish the Zone. The changes may be noted in the documentation for the Zone. A typing error may also just be noted in the documentation. If a road/route name changes but the road/route number does not, a new study and Speed Zone request (and withdrawal of the existing one) should not be needed if there is no change in the speed zone. However, the name change should be documented on or with the existing Revision form. If a route is removed, but the road remains a State Route (for example, in an overlap situation), the Speed Zone does not have to be withdrawn and reestablished unless the speed limit should change. Basically, an altered speed limit remains in effect until it is withdrawn. For example, inside a City, when a route has been removed from a street (as in the case of a bypass), the speed limit on the street reverts back to the statutory speed limit only after withdrawal of the Speed Zone. Information from the speed zone report shall be uploaded by the District to the Traffic Regulations Database Management System (TRDMS), a statewide inventory and historical record that the Office of Traffic Operations (OTO) shall maintain. This Regulations inventory is available from the OTO website (see Misc. Applications, Documents, Projects and Programs/Regulations) October 23, 2002 (October 16, 2015)

175 1200 ZONES AND STUDIES Traffic Engineering Manual 1204 PARKING CONTROL ZONES General As noted in OMUTCD Section 2B.39, ORC Section establishes certain parking prohibitions and ORC Section notes additional provisions related to parking locations and provisions. In addition, Section addresses the prohibition of parking upon the paved or main traveled part of the highway, and addresses the prohibition of parking on private property. Special legal authority is required to establish parking controls at any type of location not covered under existing laws. For rural state highways, these Parking Control Zones must be authorized by the Director. In municipalities, such authority is granted by an Ordinance passed by the Council or by other local legal authority. The adoption of a Resolution by County Commissioners or Township Trustees provides similar authority in rural jurisdictions. Any regulation established other than those specified in ORC Sections , and A through C shall be indicated by the use of signs Procedure for Authorizing Parking Control Zones As noted in Section , ODOT has no responsibility for Parking Control Zones on local roads or private property. Requests for Parking Control Zones on ODOT-maintained highways are submitted through the District office. As noted in Section , an engineering study is conducted to determine if a Parking Control Zone is appropriate. Once a determination has been made to establish a Parking Control Zone, the District shall forward the parking control proposal to the appropriate OSHP District Office for review and comment. Form is a sample form that can be used to help expedite this review. The information at the top of the form would be completed by the District as appropriate for the specific zoning proposal, so that the form just has to be signed and returned to the District after OSHP review. Following resolution of the OSHP comments, if any, the District shall prepare a description of the Parking Control Zone for the Director s approval using Form (Establishment of No-Parking Restrictions). Following approval, the District shall erect the appropriate Parking Control signs, record the dates on Form , and notify the OSHP and other law enforcement agencies as appropriate Engineering Study Chapter 1204 (Parking Control Zones) should be reviewed prior to submitting the study. The engineering study used to support a request for a Parking Control Zone shall include a field survey conducted to acquire necessary data to complete Form (Field Report on Parking Practices). It should also include a sketch of the location and/or photographs to document the physical conditions noted in the survey report Withdrawal of Authorization The withdrawal of the authorization for a Parking Control Zone requires an engineering study and, insofar as is applicable, shall be accomplished in the same manner in which it was established. Form (Withdrawal of Issued No-Parking Restrictions) is used to document the withdrawal. (July 17, 2015) October 23,

176 1200 ZONES AND STUDIES Traffic Engineering Manual Documentation and Records Management Table establishes Revision Numbers to be used by each District for Parking Control Zones. These numbers shall be used on Forms and The District shall retain paper or electronic copies of the reports used in establishing the Parking Control Zone in their permanent files. Paper or electronic copies of the official document authorizing the regulation shall also be retained permanently in District files. When a corporation limit, or other feature, that was used as a terminus for an authorized Parking Control Zone moves, the existing Parking Control Zone should be withdrawn (Section ) and a new one established. However, if a road used as a reference point is renumbered or the name changes, it is not necessary to withdraw and reestablish the Zone. The changes may be noted in the documentation for the Zone. A typing error may also just be noted in the documentation. Other documentation and records management concerns are addressed in Section Information from the Parking Control Zone reports shall be uploaded by the District to the Traffic Regulations Database Management System (TRDMS), a statewide inventory and historical record maintained by the Office of Traffic Operations (OTO). This Regulations inventory is available from the OTO website (see Misc. Applications, Documents, Projects and Programs/Regulations) OTHER ZONES As noted in Chapter 1201, Traffic Control Zones also include Pedestrian Safety Zones, Loading Zones, No-Passing Zones and Temporary Traffic Control Zones (Work Zones). No-Passing Zones are addressed in OMUTCD Part 3. Temporary Traffic Control Zones are addressed in OMUTCD Part 6 and TEM Part October 23, 2002 Revised July 17, 2015

177 1200 ZONES AND STUDIES Traffic Engineering Manual 1210 TRAFFIC ENGINEERING STUDIES As noted in Section 130-2, OMUTCD Section 1A.09 states that the decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. An engineering study is also required in various sections of the Ohio Revised Code (ORC). Definitions of the terms engineering study and engineering judgment are provided in OMUTCD Section 1A.13. The scope of the study will depend on the specifics of a particular situation. The ITE Manual of Transportation Engineering Studies (see Section 193-9) is useful in providing guidance on preparing, conducting and analyzing different types of traffic studies. Additional information about specific types of studies (e.g., Safety Studies, Speed Studies, Ball Banking Studies and the Systematic Signal Timing & Phasing Program) is provided in this Part of the TEM. Engineering studies related to Speed Zones and Parking Zones are discussed in Chapters 1203 and 1204, respectively. Safety Study guidelines are addressed in Chapters 1211 and 1212, and various other traffic engineering studies, including ball banking of curves, delay studies, the Systematic Signal Timing and Phasing Program and Road Safety Audits, are addressed in Chapter (January 16, 2015) October 23,

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179 1200 ZONES AND STUDIES Traffic Engineering Manual 1211 SAFETY STUDY GUIDELINES What is a Safety Study? General A highway safety study is a type of engineering study (OMUTCD Section 1A.13) that provides an analysis of roadway and traffic-related data to determine the possible cause of an identified crash pattern at an intersection or highway section. The study also addresses alternative countermeasure(s) meant to mitigate the crash pattern(s). Highway safety issues (and how to mitigate them) are an important consideration for the Department and the communities it serves. ODOT has one of the largest safety programs in the country. The department funds one of the largest safety programs in the country for engineering improvements at high-crash or severe-crash locations. This funding can be used by ODOT District Offices or local governments to improve safety on any public roadway. A properly developed highway safety study can provide the factual basis for good decision making and facilitate the timely implementation of necessary improvements. Specifically, a highway safety study should document the following: A method to provide an organized approach to the identification, analysis and mitigation of crash patterns and frequency at highway safety priority locations. A systematic approach to evaluate contributing factors to crashes and identify strategies for improvement with the greatest potential to benefit safety. A method to estimate the effectiveness of the proposed countermeasure(s). If applying for safety funds, a means to justify the proposed countermeasures and project. The safety study guidelines outlined herein are for use by ODOT personnel, consultants and local jurisdictions conducting safety studies and preparing reports. By establishing a uniform format for ODOT safety studies and providing direction for completing safety study reports, these guidelines are intended to assure the completeness of a study and to expedite review and analysis of the reports Safety Study Initiation The safety study process is typically initiated by an ODOT District, MPO or local government in response to the need to study and address a priority crash location. The first step to any safety study involves a scoping/project kick-off meeting with the District Safety Review Team (DSRT) to define study area and scope. The consultant (or LPA, in the case of locallysponsored safety studies and funding applications) should come prepared to discuss the study/project purpose and need in detail and, if appropriate, present a recommended study area and scope to the District Safety Coordinator/District Safety Review Team (DSRT). Requests for crash data or other traffic data (such as traffic volumes) should be prepared in draft form for review during the meeting. The District Safety Coordinator/DSRT and the consultant (or LPA) will discuss and agree upon the time frame for which the crash data will be evaluated for the study area or project. However, in general this time frame will typically consist of the most recent and available three-year calendar period. The level of detail and determination of whether a full or abbreviated study is required will be determined at the scoping/project kick-off meeting. More information will be needed for projects with greater complexity and higher cost. Multi-disciplinary staff should be included at the scoping/kick-off meeting for projects expected to follow the Minor project classification as defined by the Project Development Process (PDP). The consultant and/or LPA should coordinate with the District Safety Coordinator or DSRT in advance of the meeting to Revised January 16, 2015 October 23,

180 1200 ZONES AND STUDIES Traffic Engineering Manual determine the appropriate staff for attendance. The District Safety Coordinator shall be responsible for inviting ODOT staff and coordinating the schedule of the meeting so that necessary staff can attend. Safety studies are completed during the Planning Phase of the Project Development Process (PDP) and are used in the Preliminary Engineering Phase, if needed, to aid in the selection of alternatives. Safety studies provide supporting data for the Feasibility Study and/or Alternative Evaluation Report, when warranted Safety Study Process The ODOT safety study process consists of five steps. The process is intended to be iterative, with steps 2 through 4 repeated as necessary to facilitate the identification and evaluation of countermeasures that best address the particular safety needs of the site/project. Step 1: Collect Data and Diagnose Crash Patterns. The activities included in this step provide an understanding of crash patterns, past studies and physical characteristics of the study site or project area prior to identification of potential countermeasures. As part of this step, the consultant and/or LPA should review historical studies and reports, existing condition data, and crash data and prepare necessary documentation, including collision diagrams and physical condition diagrams, in order to perform the site diagnosis and aid in identification of potential countermeasures. The GCAT and TIMS tools can be used to query crash data and roadway inventory data for the site. A field review should be performed to supplement the data and identify and/or confirm crash patterns and potential contributing factors. Information such as the presence of skid marks on the pavement, damaged roadside objects such as guardrail, posts, delineation, utility poles, bushes or trees, and any other evidence of potential safety issues (tire tracks, wearing of roadway/shoulder material, vehicle debris) within the study area should be photographed and documented in the safety study narrative. It is important that the data collection include consideration of the various Highway Safety Manual (HSM) site subtypes so that appropriate data can be collected from field visits. Data collection should be performed based on segmentation as defined by the HSM methods. Estimation of the potential for safety improvement (Step 2) requires analyses be performed utilizing predictive models that estimate the frequency of crashes for a site which has been divided into homogeneous segments and intersections. A homogeneous roadway segment is a section of continuous traveled way that provides two-way traffic operation, is not interrupted by an intersection, and consists of homogeneous geometric and traffic control features. The following list summarizes the various data elements that should be collected during the field review by homogeneous segment and intersection. Segment Data Requirements Length of segment, L (miles) AADT (vehicles/day) Lane width (feet) Shoulder width (feet) Shoulder type Median width (feet) Side Slopes Length of horizontal curve (miles) Radius of curvature (feet) Spiral transition curve (present/not present) Superelevation variance (feet/feet) Grade (%) Driveway density (driveways/mile) Centerline rumble strips (present/not present) Intersection Data Requirements Intersection type (3ST, 4ST, 3SG, 4SG) AADT major (vehicles/day) AADT minor (vehicles/day) Intersection skew angle (degrees) Intersection lighting (present/not present) Number of approaches with left-turn lanes Number of approaches with right-turn lanes Number of approaches with left-turn signal phasing Type of left-turn signal phasing Number of approaches with right-turn-onred prohibited [for 3SG, use maximum value of 3] Intersection red light cameras (present/not present) October 23, 2002 Revised January 16, 2015

181 1200 ZONES AND STUDIES Traffic Engineering Manual Passing lanes [present (1 lane) /present (2 lane) / not present] Two-way left-turn lane (present/not present) Roadside hazard rating (1-7 scale) Segment lighting (present/not present) Auto speed enforcement (present/not present) Roadway type (divided/undivided) Auto speed enforcement (present / not present) Major commercial driveways (number) Minor commercial driveways (number) Major industrial/institutional driveways (number) Minor industrial/institutional driveways (number) Major residential driveways (number) Minor residential driveways (number) Other driveways (number) Speed Category Roadside fixed object density (fixed objects/ mile) Offset to roadside fixed objects (feet) [If greater than 30 or not present, input 30] Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only Maximum number of lanes crossed by a pedestrian (nlanesx) Number of bus stops within 1,000 feet of the intersection Schools within 1,000 feet of the intersection (present/not present) Number of alcohol sales establishments within 1,000 feet of the intersection Type of on-street parking (none/parallel/angle) Proportion of curb length with on-street parking General information on the segmentation of sites can be found in the HSM Part C Introduction, as well as for the individual site types of Rural Two-way, Rural Multi-lane, and Urban/Suburban Arterials in HSM Chapters 10, 11, and 12, respectively. While the HSM does not specify a minimum length for a homogenous segment, for the purposes of ODOT Safety Study analysis, the minimum length of homogenous segment to be used for estimating the potential for safety improvement at a site is 0.10 mile. Segment lengths of less than 0.10 mile may be considered in special circumstances, but only with advanced approval by ODOT. Step 2: Identify Potential for Site Safety Improvements and Possible Countermeasures. Once the necessary roadway and crash data has been collected and inventoried, an analysis should be performed using HSM methods or the Economic Crash Analysis Tool (ECAT), to determine the potential for site safety improvements that exists within the study area. This process involves calculating the predicted crash frequency for peer sites (similar to the study site) and the expected crash frequency for the actual site considering historical (actual) crash experience utilizing a mathematical modeling process as defined in the HSM. The difference between the predicted and expected crash frequencies, as expressed in expected excess crashes, is the potential for site safety improvement that could be addressed through the implementation of safety countermeasures. The ECAT tool developed by ODOT s Office of Program Management facilitates the completion of this analysis. Upon determination of the potential for site safety improvement(s), both the predicted and actual crash performance of the site should be reviewed to identify potential safety countermeasures for evaluation, and potential implementation at the site. Review of crash data, roadway inventory and supplemental data collected during the field review can aid in identification of safety issues and crash patterns existing at the site. The results of the HSM analysis and comparison of calculated values for crash frequency, severity and type will provide insight into how the site is performing relative to its peers, and if there are any notable differences which also can be used to aid in identification of potential countermeasure treatments. Identification of potential countermeasures for evaluation should include consideration of each of the three general categories of contributing factors, human, vehicle, and roadway/environment, and should consider how each of these may influence the sequence of events that occurs before, during, and after a crash. For more information on these concepts, Revised January 16, 2015 October 23,

182 1200 ZONES AND STUDIES Traffic Engineering Manual and for guidance in developing a framework for relating the series of events in a crash to the general categories of crash-contributing factors, refer to the HSM, Chapter 3. The ODOT ECAT tool contains information on potential countermeasures that can be referenced when diagnosing site issues and identifying potential countermeasure for evaluation. Additionally, HSM Part D, Chapters can serve as a resource and should be referenced for additional information on potential countermeasure treatments, including insight on the effectiveness of various safety countermeasure or treatments under consideration. Step 3: Perform Relevant Traffic Studies. To support the evaluation of potential countermeasures recommended for evaluation in Step 2, it may be necessary to collect supplemental data and/or perform additional supplemental studies. Examples of the types of supplemental analyses or studies that may be needed include the following: Volume Studies Traffic Control Device Studies Signal Warrant Analysis Signal Timing/Phasing Analysis Spot Speed Studies Travel Time and Delay Studies Roadway/Intersection Capacity Analysis Gap Analysis Traffic Lane Occupancy Study Queue Length Study Sight Distance Study Skid Resistance Study Highway Lighting Study Horizontal Curve (Ball Bank) Study Turning Path Analysis Parking Study Bicycle or Pedestrian Study Resources available to assist in performing these studies include ODOT s Traffic Engineering Manual, the ITE Traffic Engineering Handbook, the ITE Manual of Traffic Engineering Studies, the Ohio Manual of Uniform Traffic Control Devices (OMUTCD), FHWA s Highway Safety Engineering Studies Procedural Guide, and the AASHTO Highway Safety Manual. Consultation with the District Safety Coordinator/DSRT prior to initiation of any supplemental studies for verification of need, determination of scope, and approval to proceed is required for all ODOT sponsored safety studies and strongly recommended for locally sponsored projects. Step 4: Evaluate Countermeasures After completing Steps 2 and 3, the HSM analysis methods will again be used to estimate the safety effectiveness, and develop an estimate of the relative cost to safety benefit for each proposed countermeasure or combination of countermeasures. Calculations to determine the expected crash frequency for the site/project with incorporation of the proposed countermeasures are performed similar to calculations performed for the existing condition analysis of the site, as described in Step 2. The final recommended countermeasure, or combination of countermeasures, should represent a cost effective treatment, or combination of treatments, resulting in lower expected crash frequencies of the site. Expected crash frequencies should approach, or be less than, the predicted crash frequency of the existing condition. Both the calculation of the expected crash frequency for the proposed condition and the economic cost to benefit analysis can be accomplished using either the HSM or the ECAT. The amount that crashes can be reduced will be based on the results of the benefit-cost analysis. When analysis of the proposed countermeasure does not result in a reasonable reduction of crash frequency relative to cost, as reflected by the cost to benefit analysis, it may be necessary to revisit the Step 2 site diagnosis and potential countermeasure identification, and/or Step 3 supplemental studies, to reassess the safety needs and identify other safety improvements for evaluation. Step 4, evaluation of the new countermeasures, would then be repeated. Low cost, short-term improvements should always be among the first series of evaluated countermeasures when performing the Step 4 evaluation process. Step 5: Develop Plan and Finalize Report. Steps 1-4, including recommended countermeasures and treatments, should be documented in the form of a Safety Study Report October 23, 2002 Revised January 16, 2015

183 1200 ZONES AND STUDIES Traffic Engineering Manual The format, either full or abbreviated, will have been determined during the scoping of the project. Recommendations should be based upon the potential for safety improvement and should consider treatments from the full range of safety strategies, including engineering, enforcement, driver education and/or other factors. When developing the implementation strategy, the consultant or LPA should consider whether a combination of improvements may be the best plan for addressing a location. Final plan recommendations should be based on knowledge of the effectiveness of the proposed improvement and should be considered within the context of the traffic and site conditions. All practical recommendations, including do nothing should be identified, considered, and analyzed for safety so that no feasible alternative is overlooked. Solutions of low-cost, short-term improvements with high benefit-to-cost values should be given higher priority and should always be considered within the first tier of recommended solutions of any implementation plan Table of Contents Full safety study reports shall have a Table of Contents (see Figure ). An abbreviated safety study may be completed with the approval of the DSRT. In an abbreviated safety study, only those elements of the full safety study Table of Contents should be completed that are pertinent to describe the crash patterns of the location Title Page The report should have a Title Page and it should show the District, County, Route, Section, Safety Analyst Rank (#), the Safety Annual Work Program (SAWP) Year (if applicable), study completion date, a location map (see Figures and ), and the name of the District, consultant and/or LPA that prepared the report One Page Project Summary The report shall have a One Page Project Summary including basic project information and a site map. This one-page summary will identify the major crash trends, patterns and recommended solutions, and should directly reflect the countermeasures being presented for a safety funding request. See Figures and for a sample One Page Project Summary Executive Summary Any report over twenty-five pages shall include an Executive Summary, which can be used as an overall summary of the report. The Executive Summary should be no longer than two or three pages (excluding figures) and present a summary of the information documented in detail within the main body of in the report. It should generally adhere to the outline shown in Figure Purpose and Need Statement This part of the Safety Study Report is used to identify the location being studied and provide reasons for conducting the safety study. At a minimum, the purpose and need statement should identify the Safety Analyst Ranking or local priority, summarize the existing conditions, crash patterns, and crash analysis that support the need for conducting the study, and confirm the potential for site safety improvement as determined through the analysis process described in Step 2 of the Safety Study Process (Section ). Example 1 This study analyzes SR 3 at the TR 105 (Plumb Road) intersection. This intersection is ranked #XX in ODOT's 20XX listing of rural intersection locations. The purpose of this report is to study this location and analyze the crashes to determine what, if any, actions can be taken to reduce the high percentage of angle and rear-end crashes occurring in the study area. Revised January 16, 2015 October 23,

184 1200 ZONES AND STUDIES Traffic Engineering Manual Example 2 The location addressed in this study was identified as HAM-US The study area is the intersection of US-50 and Lawrenceburg Road, a mile from the Indiana state border. This location was ranked 13 th on the safety analyst list of top rural intersections. The purpose of this study is to analyze the crash trends at this location and recommend countermeasures to mitigate any safety or congestion issues. Example 3 The purpose of this study is to evaluate the existing safety conditions and to identify potential countermeasures at the intersection of SR-64 (log point 0.46) and IR-75 SB exit/entrance ramp in Wood County. This intersection is a priority location for the City of Bowling Green, and has been approved for study by the District 2 DSRT. The current lane configuration leads to long queues which extend beyond the adjacent intersection with very poor lane utilization. Secondary crashes result from this queuing and can be seen as far down as Alumni Drive. Bowling Green State University is in close proximity to this intersection and during special events, the traffic on the southbound off-ramp routinely backs onto the IR-75 mainline, creating hazardous speed differentials. Lastly, pedestrian accommodation throughout this corridor is a priority for both the City of Bowling Green and Bowling Green State University Existing Conditions Background This section of the report is used to identify the location being studied, (County/City/Township, Route and Section), type of facility (Functional Classification, number and direction of lanes), existing traffic control, history of safety problems or crashes, and reason for the study. If applicable, information summarizing previous or planned improvements to mitigate crashes should be documented. Example 1 This approximately 1.16 mile section of S.R. 56 is located in Pickaway County. It is part of the rural state highway system under the jurisdiction of District 6 of the Ohio Department of Transportation (ODOT). The section under study, log point to 27.60, begins at the intersection of S.R. 159 and S.R. 56 and extends in an easterly direction just beyond and including the Township Road (T.R.) 62 and S.R. 56 intersection. The project limits extend longitudinally 1000 feet along the center line at intersections and 200 feet laterally from the center line along the entire length of the study area. Based on information supplied by District 6, PIC to was ranked #XX on the 2013 Priority List for rural intersections. Example 2 Main Street (U.S. Route 40) is a six (6) lane asphalt roadway with turn lanes being provided at major intersections. The current posted speed limit for Main Street is 35 mph. According to information obtained from the Ohio Department of Transportation s (ODOT s) website, Main Street is classified as an urban principal arterial. The calculated ADT on Main Street to the east of its intersection with McNaughten Road is approximately 38,000 vehicles per day and the ADT to the west is approximately 46,000. In the study area, Main Street is a straight, flat roadway which has enclosed drainage and concrete curbs on both sides of the roadway. Street lighting exists on the north side of the roadway and the only sidewalk is a short length on the north side of the street, immediately east of McNaughten Road. McNaughten Road is a two (2) to four (4) lane asphalt roadway in the vicinity of the intersection. The current posted speed limit for McNaughten Road is 35 mph. According to information obtained from ODOT s website, McNaughten Road is classified as an urban minor arterial. The calculated ADT on McNaughten Road to the north of its intersection with Main Street is approximately 16,000 vehicles per day and the ADT to the south is approximately 17,000. In October 23, 2002 Revised January 16, 2015

185 1200 ZONES AND STUDIES Traffic Engineering Manual the study area, McNaughten Road is a straight, flat roadway which has enclosed drainage and concrete curbs on both sides of the roadway. Street lighting does not exist along the roadway and some short sections of sidewalk are provided on both sides of the roadway just north of the McNaughten Road intersection. Example 3 The location under study is the intersection of State Route 164 and State Route 558 located in Columbiana County (District 11). State Route 164 (SR 164) is a two-lane, undivided roadway classified by ODOT as a Rural Minor Collector with a statutory speed limit of 55 miles per hour oriented in the north-south direction. SR 164 is located 1,000 feet west of and runs parallel to State Route 11, a limited access facility. State Route 558, (SR 558) is a two-lane undivided roadway classified by ODOT as a Rural Minor Arterial with a statutory speed limit of 55 miles per hour oriented in an east-west direction. The land use is primarily agricultural with a limited number of placed residential units in the project vicinity. State Route 164 intersects SR 558 as a two-way stop-controlled intersection with stop control for the SR 558 approaches. There are no exclusive turn lanes at the intersection. Current daily traffic volumes on SR 164 range between 1,990 and 2,120 vehicles per day with 4 percent daily truck traffic. Current daily traffic volumes on SR 558 range between 1,240 and 1,550 vehicles per day (5-6 % trucks). A review of crash data provided by the Ohio Department of Transportation (ODOT) yielded a total of 26 reported crashes within the intersection influence area (500 feet on each approach) during a 3-year period between 2009 and The following notable crash types and conditions are present at the SR 164/ SR 558 intersection: Angle: 16 crashes or 61.5 percent Fixed Object: 7 crashes or 26.9 percent Sideswipe Meeting: 2 crashes or 7.7 percent Road condition - Snow: 4 crashes or 15.4 percent No fatalities were reported at the intersection during the study period. ODOT currently has plans to modify pavement markings in the spring of 2013 to adjust the stop line locations on the SR 558 approaches to SR 164. The existing stop lines on the stop controlled approaches of SR 558 are positioned 35 feet (eastbound approach) and 28 feet (westbound approach) from the edge line of the intersecting street (SR 164). The position of these stop lines are planned to be moved to a distance of 15 feet from the edge line of SR Condition Diagram(s) The condition diagram is a to scale drawing of the most important physical conditions of an intersection or section of a roadway. It is used to relate the crash patterns found on the collision diagram, with their probable causes, to physical features on and near the roadway. It also documents the site conditions that exist. It is often helpful to utilize aerial imagery as the base layer for creation of the existing conditions diagrams. It provides easy points of reference as well as information regarding the development in the project area. As noted previously, it is important that the data collection include consideration of the various HSM site subtypes so that appropriate data can be collected from field visits. At a minimum, the following items should be included in the Physical Condition Diagram, condition write-up, or documented within one of the appendices in the report. Refer to Section for more details on the specific data elements that are required to complete the analysis required for the safety study. Revised January 16, 2015 October 23,

186 1200 ZONES AND STUDIES Traffic Engineering Manual Roadway Features Required The following features should be shown in the drawing or in the related descriptive text: 1. Intersections: Identify by name, type of pavement (if applicable) and width of street. 2. Traffic Control Devices (signs, signals and pavement markings). 3. Section: Identify by county, route and log point in the title block of the drawing. 4. North arrow and match line if more than one page. 5. Pavement Markings: Center Line, No Passing Zones, Auxiliary Markings, Stop Lines, Crosswalks, etc. 6. Signs: All signs within the right-of-way, including non-omutcd signs, sign sizes (optional). 7. Pavement and shoulder widths, shoulder types and any surface irregularities. 8. Speed limits. 9. Driveways: Identify type of pavement of drive (concrete, asphalt, grass or gravel), and use (residential or commercial) when applicable. 10. Show Corporation Lines. 11. Curb: Identify type of curb, height, etc. (detailed information about the curb is optional). 12. Median: Identify type of median (grass, concrete, asphalt, etc.) and width. 13. Curves: Include approximate radius of curvature. 14. Roadside features: physical object within the right-of-way including approximate offset, grades and ditch locations along the roadside (but not behind guardrail). 15. Cross-corner sight distance at intersection or driveway with crashes. 16. Bridges and culverts, if involved in the accident. 17. Legend is required when using symbols on the diagram. 18. Other items that may be contributing factors. Roadway Features, If Applicable When applicable to the site (i.e., where site type dictates this data is required for analysis, or where a roadway feature appears to be related to or contributing to crash patterns in the area) the following items should also be included: 1. Show evidence of parking (official or unofficial) within the right-of-way, if any. 2. Utility/Strain Poles: location and offset. 3. Guardrail: Include distance from edge of pavement, type of end treatment and height of guardrail (distance and height of guardrail optional). 4. Fire Hydrants: location and offset. 5. Highway lighting: location and offset. 6. Location and widths of drive, street number address (optional): Commercial or residential, any restricted movement. 7. Catch basins (optional). 8. Manholes (optional). 9. Vegetation: If contributing factor to the crash problem. 10. Trees in the right-of-way: Identify by diameter if contributing to crash problem October 23, 2002 Revised January 16, 2015

187 1200 ZONES AND STUDIES Traffic Engineering Manual All physical condition information should be located by reference to a benchmark that can be identified in the field at any time. A title block identifying the location shall be used consistently in all drawings. While not required, sketch level typical sections offer an effective means to document cross section information in order to complete required crash analysis. See Figure for an example of an existing condition diagram for a roadway section and Figure for an intersection Physical Condition Write-up The Physical Condition Write-up expands upon the information presented in the background section and physical conditions diagram and explains in more detail the type of location, type of roadway, traffic control devices in place, traffic and any operational or geometric conditions unique to the location. This section should also be used to document existing conditions information collected during the field review and highlight details that would not otherwise be captured in the existing conditions diagram. Example 1 Based on field observations, the pavement at the intersection appears to be in good condition with minor cracking that has been sealed. The pavement markings also appear to be in good condition except for the stop bars on Plumb Road on either side of SR 3, where they are very faded. The paved shoulder in the southeast corner of the intersection is starting to crumble. Additionally, there are no speed limit signs on SR 3 near this intersection; the closest one is located several miles away. No pedestrians or bicyclists were observed during the field activities, and no goat paths (worn areas alongside the roadway) were observed along the sides of any of the roadways. So there are no indications that pedestrians are walking in the project area with any regularity. Example 2 US-50 is classified as a rural minor arterial. The posted speed limit through this section is 45 miles per hour. The 2009 reported ADT is 10,580 with 6% trucks. This section of US-50 is 2 lanes in both directions. There are no turn lanes at the intersection on US-50 but southbound Lawrenceburg Road has a right-turn lane and a thru-ieft lane. There is 1 signal head per lane in all directions. Eastbound traffic has an extra head on an opposite span to drivers coming around the curve to see the signal. The signal heads are in fair condition. There is a flashing signal ahead sign on eastbound 50 and a regular signal ahead sign on westbound 50. Finally, the pavement and pavement markings are in fair condition. Example 3 S.R. 56 is a rural two-lane roadway. The layout of S.R. 56 within the study area consists of horizontal and vertical curves, residential drives and a commercial drive. The driveways in the study section were counted and their distance from S.R. 159 measured. Standard center line and edge line markings exist throughout the study area. The curves between S.R. 159 and T.R. 62 are marked with warning signs and Advisory Speed Plaques. A number of vehicle types travel this roadway, including semi-trucks, farm equipment and horse-drawn buggies. The intersection of S.R. 56 and S.R. 159 is a four-way stop with an all-way red intersection flasher. Each leg of the intersection is 21 feet in width from edge line to edge line with a 2-foot paved berm and varying gravel berm beyond the edge of the paved berm. The two State Routes come together to form an approximate 90 degree intersection. Stop lines and Stop Ahead signs are on all four approaches of the intersection. D-1 assemblies and standard route direction and confirmation markers are also on each approach of the intersection. The intersection of SR 43 and SR 183 is under the control of a NEMA Control Cabinet and monitor, operating a 3 phase signal sequence. The signal is pre-timed with a total cycle length Revised January 16, 2015 October 23,

188 1200 ZONES AND STUDIES Traffic Engineering Manual of 92 seconds. The traffic signals are mounted on a span wire that uses two wooden poles for support. There is a minimum of 16 ft. of vertical clearance under the signal heads Photos Include relevant photos taken during the field review that provide insight to or identify and/or confirm crash patterns and potential contributing factors. Photographs taken during Step 1 should document existing conditions or evidence of safety issues such as the presence of skid marks on pavement, damaged roadside objects such as guardrail, posts, delineation, utility poles, bushes, or trees, or and any other evidence of potential safety issues (tire tracks, wearing of roadway/shoulder material, vehicle debris) as observed during the field review. No specific requirement exists for the number, frequency, or location of photographs to be taken. Photographic detail should be sufficient to visually document the intended feature or condition. A brief narrative describing the photo location and subject should be included either individually with each picture or listed and summarized in tabular form Other Issues and Data Other relevant data and information are included when such information is essential in garnering support of the study and the countermeasures being recommended. Relevant information may include proposed developments, schools, shopping malls, public concerns/ petitions, newspaper articles, and public and law enforcement officer s concerns Crash Data and Analysis Crash Data Summaries, Graphs and Tables Crash data helps identify crash patterns which are indicative of possible safety problems. A minimum of three years of the latest crash data shall be used for review of crash data and analysis. In general, crash data summaries should include crash type, severity and contributing factors. In addition to these attributes, select summaries such as environmental conditions, time periods, and driver related information may be provided if it indicates a pattern that a safety countermeasure may address. Providing all of the standardized charts from the Crash Analysis Module is often not necessary to support the project. Rather, what is included in the Safety Study Report (including appendices) should be limited to only what is useful or necessary for easy comparison and trend analysis. Examples are provided in Figures and Collision Diagram(s) A collision diagram is a schematic drawing that has been compiled from a series of individual crash reports relative to a specific location (intersection or section). A collision diagram shows the direction the vehicles traveled prior to contact, the type of crash which occurred, and nonmotorists such as pedestrians or cyclists whose presence contributed to a collision. A minimum of three years of the latest crash data should be used to draft the collision diagram. See Figures and for sample intersection collision diagrams and Figure for a roadway section collision diagram. Collision diagram(s) shall be completed for both full and abbreviated safety studies. The following information should be included in the collision diagram: 1. Title box with county, route, section, Priority List and Rank (if applicable), and crash data time period (e.g., ). The title box should also have the initials of the person it was drawn by and the date it was completed. 2. Schematic of location: Each approach should be labeled and the north arrow shown October 23, 2002 Revised January 16, 2015

189 1200 ZONES AND STUDIES Traffic Engineering Manual 3. Each crash should include the following information as a minimum: date, time and pavement conditions. This information is typically shown on the line for the driver at fault. Any other pertinent information about the accident, or driver at fault, should also be shown (e.g., injury, intoxicated, ran STOP sign or red light, etc.). 4. Legend key to denote all symbols used must be included in the collision diagram. 5. When possible, aerial imagery should be used as the base map of the collision diagrams. It provides easy reference points and allows improvements to be easily connected to the crash patterns at the site Crash Summary Narrative The crash analysis procedures include the study and analysis of the crash characteristics of a site based on the historical crash data. The characteristics such as crash type, severity, contributing factors, environmental conditions and time period are analyzed. The detailed analysis of these characteristics is conducted to identify safety problems, contributing factors and will serve to inform the selection of the range of potential countermeasures. Example 1 From , 24 crashes occurred within the study area. In 2010 there were 10 crashes; in 2011 there were 8 crashes; and in 2012 there were 6 crashes. Of the total crashes, 21% resulted in injury. The most prominent type of crashes was rear end crashes with 58% followed by sideswipe passing crashes with 25%. Approximately 20% of the crashes occurred in wet conditions. Please see Appendix A for the crash analysis and Appendix B for the crash diagram. Fridays had the highest occurrence of crashes with 42%. The afternoon hours of 2pm and 5pm each had 21% of the crashes. Eastbound drivers were involved with 58% of the crashes. After reviewing the crash data for this study area, the following observations and trends were compiled: EB sideswipe passing crashes: 4 in 2010, 1 in 2011; 3 from the left lane; 2 from the right lane EB rear end crashes: 2 in 2010; 1 in 2012; 2 in left lane; 1 in right lane WB rear end crashes: 2 in 2010; 5 in 2011; 2 in 2012; 6 in left lane; 3 in right lane There was only 1 left turn crash at the intersection involving a westbound driver turning in front of an eastbound driver who was passing another eastbound left-turning car on the outside Example 2 A total of 18 crashes over the three year period from were logged within the study area. Detailed crash data and related graphs are included in Appendix B, however, an overview is shown below: Crash reports from January 1, 2009 through December 31, 2011 were obtained. During this three year period, a total of 18 crashes were located within the study limits with a low crash rate of 1.39 crashes per million entering vehicles. Figure 5 [see TEM Figure ] shows the collision diagram, which details the locations of these crashes. Almost half of the crashes (44%) are angle crashes, 28% are rear end crashes, and 17% are left turn crashes all of which resulted from vehicles unsuccessfully crossing this unsignalized intersection; the remaining include sideswipe meeting (1) and head on (1). Revised January 16, 2015 October 23,

190 1200 ZONES AND STUDIES Traffic Engineering Manual For the angle crashes, all were caused by drivers on Plumb Road failing to yield to SR 3 traffic or failing to stop. These crashes include the one fatal crash at the intersection, and all of the remaining angle crashes were injuries, indicating a pattern of severe, high speed crashes. The fatal crash occurred late on a Saturday night; it was dark and the pavement was wet. The eastbound vehicle (car) failed to yield to the southbound vehicle (motorcycle). Alcohol was a factor for both drivers; the driver of the motorcycle was the fatality. The rear end crashes mostly occurred from vehicles on SR 3 that were unable to slow down for vehicles slowing in front of them to make a turn onto Plumb Road. Two of the three left turn crashes also occurred from vehicles on SR 3 that failed to successfully turn left in front of oncoming traffic. A combination of high traffic volumes and high speeds appear to be contributing to the angle, rear end and left turn crashes. In addition, 39% of the crashes occurred in wet or snowy conditions. After further analysis, no crash pattern emerged related to adverse weather conditions, but these conditions can contribute to already identified crash problems in the project area. Most crashes occurred during the day on dry pavement under no adverse weather conditions, so weather, pavement condition and lighting do not appear to be a factor in the crashes. The crashes peaked during the morning, noon, and evening rush hours when more traffic is traveling these roadways thus making traversing the intersection more challenging. An additional peak did occur late at night in dark conditions, including the fatality, of which the driver was driving under the influence of alcohol. Example 3 From , 296 crashes occurred within the study area. In 2009 there were 101 crashes; in 2010 there were 97 crashes; and in 2011 there were 98 crashes. Of the total crashes, 30% resulted in injury and there was 1 fatality. The most prominent type of crashes were rear end crashes with 58% followed by animal crashes with 9%, sideswipe passing crashes with 9%, and angle crashes with 7%. Approximately 31% of the crashes occurred in wet, snow or ice conditions. The highest contributing factor to the crashes was following too closely. Please see Appendix B for the crash analysis and Appendix C for the crash diagrams. Note that only 2011 crashes were plotted in the crash diagrams. Wednesdays had the most crashes with 20%, followed by Thursday s with 17%, Saturday's with 15% and Friday's with 14%. Most of the crashes occurred in the am peak between 6am- 9am (22%) and in the pm peak between 3pm-6pm (33%). The light condition was daylight for 75% of the crashes and dark-no lights for 16% of the crashes. The month with the highest number of crashes was October (13%) followed by May (11%) but they were all pretty equal. Half (50%) of the crashes involved drivers who were westbound on US-35 and 43% of the crashes involved drivers who were eastbound on US-35. The estimated speed was 20mph and under for 33% of the crashes even though the posted speed limit is 55mph. Figure 6 [see TEM Figure ] shows the breakdown of where crashes occurred (Iog points) from and the type of crash that occurred. It shows that most of the crashes happened at signalized intersections Site Diagnosis and Identification of Potential Countermeasures The crash data and analysis section of the report should include a summary of the site diagnosis (Step 1) and results of the determination of the potential for site safety improvements (Step 2). Summary results of the potential for safety improvement which can be obtained from the report output of the ECAT tool, see Figure , should be summarized in the Safety Study Report narrative. Detailed output from the ECAT (print of ECAT Report Tab) should be included within the document appendices October 23, 2002 Revised January 16, 2015

191 1200 ZONES AND STUDIES Traffic Engineering Manual It is appropriate to include observations on potential contributing factors, notable crash patterns, and geometric deficiencies relating to the safety issues that have been identified: through review of existing crash patterns, roadway conditions, traffic control, traffic volumes, vehicle speeds, etc.; or through the evaluation of the potential for site safety improvements and comparison of the expected crash performance of the site relative to the predicted performance of peer sites. Example 1 The possible causes or deficiencies in the intersection were identified through a detailed analysis of the crash patterns, roadway conditions, existing traffic control, traffic volumes and traffic speeds. The calculated expected crash frequency indicated a need for further investigation, and possible implementation of traffic control measures. We have identified possible safety items at the intersection as follows: Poor lane utilization and excessive queuing that occur EB in the driving lane causes secondary crashes at the adjacent private drives west of the intersection with cars pulling through the queue. The left hand turn lane on the northbound approach gets backed up due to a high number of vehicles waiting to turn left at the intersection. This prohibits people that want to turn right from accessing the right hand turn lane. Vehicles were observed using the right shoulder, to go around vehicles waiting on the left turn, to access the right turn lane. Vehicles that were backed up in the left turn lane that wanted to turn left onto Coral Rd., which is very close to the intersection, were observed going north in the southbound lane trying to beat southbound traffic and quickly turn onto Coral Rd. Coral Rd. intersects SR 43 just to the south of the intersection. Vehicles traveling east on Coral Rd. are prohibited from making a left turn (north) onto SR 43. Several vehicles ignored the prohibited left turn sign and turned left. Example 2 State Route 164 intersects SR 558 as a two way stop-controlled intersection with stop control for the SR 558 approaches. There are no exclusive turn lanes at the intersection. Field observations suggest a high level of truck traffic on both study roadways. In the northwest and southeast quadrants of the intersection, tread marks outside of the paved surface suggest that southbound and northbound right turning radii are insufficient. Example 3 The results of the existing conditions crash analysis indicate a potential for site safety improvement of 8.2 crashes per year and the majority of the expected excess crashes (5.9 crashes/year) are expected to be rear-end. This indicates that the site is experiencing a higher overall frequency of crashes than would be expected for similar sites and suggests that the priority crash type to address and mitigate should be rear-end. Actual site data also indicates that there is a pattern of angle crashes occurring when northbound vehicles strike vehicles turning left from southbound to westbound. Based on this information and information obtained in a field review of the site several observations were made about the operation of the intersection: Congestion in combination with insufficient signal timing may make it difficult for vehicles to clear the intersection within the allotted clearance interval. There are an insufficient number of gaps in the northbound traffic stream for southbound traffic to cross during the permissive left signal phase likely contributing to the observed angle crash pattern at this location. Revised January 16, 2015 October 23,

192 1200 ZONES AND STUDIES Traffic Engineering Manual There is limited visibility of the signal heads on the northbound approach to the intersection forcing vehicles to make sudden stops once the signal becomes visible and likely leading to the pattern of rear end crashes on the northbound approach. A comparison of the expected number of night time crashes for the site to the predicted crash frequency for peer sites indicates that this site is experiencing more night time crashes than would generally be predicted for this type of intersection. This section should identify and describe the (potential) countermeasures identified for consideration based on the results of the ECAT analysis (potential for safety improvement) and site diagnosis and document the justification for evaluation of these countermeasures as potential solutions to the site safety issues. The cost of a countermeasure is the cost of improvement through force account or contract work, and should be calculated for every potential countermeasure. The estimated improvement costs include those expected costs required for implementation and maintenance of the countermeasure of the estimated safety countermeasure based on an estimate Design Evaluation (If Applicable) In addition to traffic-related issues that influence the recommendations of the safety study, there may be non-traffic design issues that have an impact on project scope, schedule and cost. When developing the recommended solutions for a safety study, these design issues should be evaluated at a conceptual level to determine their impacts on the project. The design evaluation section of the safety study should summarize any design issues which should be considered in future plan development activities or that are likely to have a significant impact on project cost. Example 1 Using 12' lanes and 8' graded shoulders may have an impact on a possible wetland on the south side of S.R. 56 approximately 0.5 miles west of Shaker Road. The area should be evaluated to determine if a wetland is present. If this area is determined to be a wetland, the designer should investigate minimizing impacts by widening to the north. Example 2 Due to the number of residential homes located in close proximity to the roadway on both sides of S.R. 13, it is desired to use a closed drainage system to minimize right-of-way impacts caused by widening the roadway. If significant impacts are encountered using a closed drainage system and full graded shoulder criteria, the designer should evaluate the use of a reduced graded shoulder width and obtaining a design exception. Example 3 The existing bridge cannot be utilized for part width construction due to the configuration of the existing substructure. In order to facilitate maintenance of traffic, the proposed alignment should be established such that it does not fall within the limits of the existing bridge. In this way, the existing bridge can be used to maintain traffic during construction of the proposed bridge Proposed Countermeasure Evaluation This section of the report should include a summary of the results of the proposed countermeasure evaluation. Crash analysis results including the predicted and expected crash performance of the exiting site conditions and relative potential for safety improvement, as well as the calculation of the expected crash frequencies of the proposed countermeasures, can be obtained from the report output of the ECAT tool, upon completion of the countermeasure October 23, 2002 Revised January 16, 2015

193 1200 ZONES AND STUDIES Traffic Engineering Manual evaluation step (Figure ). It may be necessary to perform more than one set of analyses using separate ECAT spreadsheets if multiple independent countermeasures, or combinations of countermeasures, are being evaluated. A summary of the results of the proposed countermeasure evaluation(s) should be presented in this section of the Safety Study Report narrative. Detailed output (print of ECAT Report Tab) from the ECAT can be included within the document appendices. A copy of each ECAT spreadsheet used to perform the analysis (existing and proposed conditions) should be provided to ODOT with the draft safety study document for review Conclusions The conclusions section should summarize all countermeasures evaluated and provide comparison of the site safety performance with the proposed countermeasure or countermeasures to the predicted performance of peer sites and the expected performance of the actual site. A summary of the crash analysis results for the predicted and expected crash performance of the existing site conditions and the expected crash frequencies of the proposed countermeasures can be obtained from the report output of the ECAT Tool (Figure ). The conclusions should include a discussion of the potential for safety improvement and how each countermeasure or package of countermeasures performs in terms of reducing crash frequency at the site. This section should also identify and explain any countermeasures that were dismissed from consideration Summary of Supplemental Traffic Studies This section should include a summary of the results of any other transportation analysis or supplemental traffic studies conducted per Step 3 of the safety study process. A copy of the full documentation of each supplemental study should be included in the appendices Recommendations and Prioritization Countermeasure Recommendations and Implementation Plan A recommended countermeasure is a highway safety treatment designed to address a safety concern and/or potential for safety improvement at a given site. The final countermeasure recommendations included in the safety study should be based upon the safety enhancements identified as appropriate for the location and as documented through the crash analysis and proposed countermeasure evaluation process. There are many factors to consider when developing countermeasures and recommendations. For example, they may include engineering, enforcement, driver education or a combination of factors. The recommendations should be based on knowledge of the effectiveness of the improvement being recommended in similar situations and should consider the needs of all users. Improvements should be based upon the traffic and site conditions. A combination of improvements may be the best practical countermeasure for a location. All practical improvements, including do nothing, should be identified, considered and analyzed for safety so that no feasible alternative is overlooked. A benefit-cost analysis using the ECAT should be performed to further evaluate and prioritize the proposed countermeasure(s). The benefit-cost ratio is a comparison of the estimated net present value of safety benefits to the estimated project cost for the proposed safety countermeasure, or a combination of safety countermeasures. The net present value of the countermeasure is the expected dollar value of safety benefits in terms of crashes prevented. The cost-benefit ratio analysis establishes the benefits expected to be obtained by an improvement and should be included for every recommended alternative. A benefit-cost ratio greater than 1.0 is the desired condition and means that the present value of the safety benefits exceeds the present value of the construction cost. Where the benefit-cost ratio is less than 1.0, the present value of the safety benefits are less than the present value of construction costs. This is not preferred and when encountered, indicates that other alternative countermeasures should be considered and evaluated. Revised January 16, 2015 October 23,

194 1200 ZONES AND STUDIES Traffic Engineering Manual The safety study should include recommendations of a countermeasure or countermeasures based on the results of the crash analysis and economic (benefit-cost) analysis. The countermeasure evaluation calculations and benefit-cost analysis is required for any safety funding application submitted for the recommended countermeasures. Countermeasure(s) recommended by a safety study may result in a project that follows the Project Development Process (PDP). Depending on the scope of work, these projects may result in work that only requires a Path 1 level of work compared to the more complex Path 2-5 level projects. The recommendations should indicate priority of implementation, a discussion on the implementation approach and also briefly summarize the scope of work expected within the Project Development Process Path for each proposed countermeasure. See Attachment B for an example of summary output and countermeasure recommendations/implementation plan Proposed Condition Diagrams Proposed condition diagrams should be prepared to detail the proposed countermeasure or countermeasure treatments recommended for funding and implementation (Figure and Figure ) Appendices (If Completed or Authorized) The appendix will include related material such as that shown below to further document and enhance the quality of the safety study. The references shown for the different topics are just a guide and are not meant to be the only source. These topics are covered by many traffic engineering manuals, including ITE handbooks, and those should be used as a source for reference. 1. Traffic Volume Count: Required. This is discussed elsewhere in TEM Part 12 and in Chapter 2 of the ITE Manual of Transportation Engineering Studies. 2. Crash Summaries: Required. 3. ECAT tool analysis results in report format: Required. 4. Aerial and Other Photos of the Location: If applicable. 5. Field Review Notes: If applicable. See the Field Review Forms developed as part of the ODOT research report Rural Highway Safety Advisor (RITA). 6. Traffic Speed Studies: If applicable. This is discussed in TEM Section and in Chapter 3 of the ITE Manual of Transportation Engineering Studies. 7. Traffic Signal Warrants: If applicable. See TEM Section and OMUTCD Part 4 for further information about traffic signal warrants October 23, 2002 Revised January 16, 2015

195 1200 ZONES AND STUDIES Traffic Engineering Manual 8. Other Traffic Studies and Analyses: If applicable. See TEM Chapters 1202, 1203, 1204 and 1213 and the ITE Manual of Transportation Engineering Studies for information about other traffic studies and analyses that may be applicable. Also see OMUTCD Section 1A.11 and TEM Part 1 for information on additional studies that may be performed to supplement data and support the analysis performed in the safety study. Revised January 16, 2015 October 23,

196 1200 ZONES AND STUDIES Traffic Engineering Manual Intentionally blank October 23, 2002 (January 16, 2015)

197 1200 ZONES AND STUDIES Traffic Engineering Manual 1213 OTHER TRAFFIC ENGINEERING STUDIES General This Chapter includes information about various other traffic engineering studies Determining Curve Advisory Speeds General OMUTCD Section 2C.08 addresses Advisory Speed (W13-1P) plaques, when to use them (see OMUTCD Table 2C-5) and methods for determining the speed to be displayed. The most common method used to determine the speed shown on an Advisory Speed plaque is a Ball Bank Indicator (BBI) Ball Bank Indicator The ball bank indicator (BBI) should be mounted in a passenger car and carefully calibrated per the manufacturer s specifications. Several test runs are made in determining the speed to use. For each test run, the driver should: 1. Appraise the curve under observation to determine the approximate safe speed that may be maintained throughout the curve. 2. Conduct the first test at a speed 10 miles per hour below the appraised speed. 3. Make each succeeding test at a speed 5 miles per hour greater than the last one. 4. Attain the trial run speed on each test at a distance of at least one-quarter mile from the beginning of the curve. 5. Maintain a course throughout the curve precisely in the center of the lane and at uniform speed. Form is a sample form for use in recording the results of this curve study and determining the recommended advisory speed. A full-size copy of the Curve Study Sheet is available from the Office of Traffic Operations website Calculation Method to Determine Curve Advisory Speed The advisory speed indications for horizontal curves may also be calculated by inserting the curve data into the following equation relating superelevation, pavement friction, radius of curvature and vehicle speed: Vmph ( e f ) 15R Where V = speed of vehicle in miles per hour e = superelevation in feet per foot of horizontal width f = transverse coefficient of friction R = radius of curvature in feet. The recommended values of transverse coefficient of friction are as follows: Operating Speed Transverse Coefficient of Friction 30 mph mph mph mph 0.13 (January 16, 2015) October 23,

198 1200 ZONES AND STUDIES Traffic Engineering Manual Delay Studies This Section is reserved to address information available regarding delay studies. In the interim, contact ORE for such information if needed Systematic Signal Timing & Phasing Program (SSTPP) General The Systematic Signal Timing & Phasing Program (SSTPP) is funded by the ODOT Safety Program. Its purpose is to systematically update the timing and phasing of signal systems at approved candidate intersections and/or corridors. Requests can be submitted to the Safety Program Manager through the local District office. Applicants can contact the local District Safety Coordinator Benefits Safety Benefits - The following safety benefits can be realized by updated signal timing. The Texas Transportation Institute (TTI) cites the following crash reduction factors associated with improved signal timing and phasing: Properly timed addition of all red clearance interval = 25 % crash reduction factor Properly timed yellow clearance interval = 4-31 % crash reduction factor (all crashes) Adding protected/permitted left turn phase at existing signal = % crash reduction factor (left-turn crashes) Congestion Benefits - In addition to the safety benefits of good signal timing, a more obvious benefit is an improvement of mobility throughout the signalized corridor. Ohio s Major New Program will go a long way to addressing congestion on Ohio s freeways. The Systematic Signal Timing & Phasing Program (SSTPP) is a complimentary program addressing congestion on surface street facilities. Numerous signal timing case studies have shown a reduction in stops of 10 to 20 percent, with a similar reduction in delays. As a result of reduced congestion, comparable decreases in fuel consumption and emissions are also realized. Case studies have shown that properly timed traffic signals reduce fuel consumption 10 to 15 percent when compared to poorly timed traffic signals. Most obvious to drivers is a significant decrease in travel times. The tables shown in Figure show examples of the benefits of improved signal timing and phasing that were realized through projects initiated in the ODOT Safety Program: Eligibility The following intersections/corridors would be eligible for the SSTPP funding: 1. Intersections or corridors identified by ODOT as being high crash and relevant planned countermeasures will not be constructed within one year. 2. Intersections or corridors identified as being congested by ODOT s Congestion Model (Office of Statewide Planning and Research) and relevant planned countermeasures will not be constructed within one year. 3. Intersections or corridors identified by an MPO as being high crash or congested. See Subsection for documentation requirements. 4. Intersections or corridors identified by a local government as being high crash or congested. See Subsection for documentation requirements October 23, 2002 (January 16, 2015)

199 1200 ZONES AND STUDIES Traffic Engineering Manual 5. Corridors that span more than one local agency that could benefit from a unified signal system operation and were not previously operating as one system. 6. Others as recommended by the ODOT District Safety Review Team (DSRT). All potential corridors will be reviewed and approved by the DSRT then sent to the Safety Program Manager for final approval. ODOT maintains a pool of consultants that can conduct signal timing analysis and implement recommended improvements. Every signalized intersection in a corridor that meets the above criteria would be eligible for funding, even if a specific signalized intersection does not meet the criteria. The physical termini of traffic signal systems should not necessarily be defined by municipal boundaries. They should be logically determined based upon the operational characteristics of a corridor. Corporation limits should not be an artificial barrier to providing effective operations. Where it would be beneficial for a signal system, an attempt should be made to have multiple agencies enter into a joint operational agreement. In the absence of an actual inter-agency agreement being adopted, every attempt should be made to coordinate signal operations across incorporated boundaries via time-based coordination. It is not necessary to have the cooperation of adjacent agencies to receive funding; however, it is required to attempt to cooperate with traffic operations when the signal system would benefit from having termini in multiple jurisdictions. If an agreement cannot be reached between agencies, an explanation shall be provided with the application for funding to the Safety Program MPO & Local Documentation Requirements MPO and Local project requests based upon safety and congestion (Eligibility Criteria 3, 4 and 5 in Subsection ) will need to provide documentation of need to the DSRT. The requesting agency will need to contact the DSRT about the extent of documentation for each funding request. For safety related requests, the documentation may be as simple as noting how many crashes and crash types occur in the corridor, emphasizing those crash types related to signal timing. The requesting agency may provide the information from its own records or ask the District if an ODOT CAM tool analysis would be available to provide the information (CAM tool is an internal ODOT crash analysis program). Congestion problems are more difficult to quantify because the effort will typically require much the same information that is required to re-time the signals (volumes, computer analysis, existing geometric information, etc.). Documentation for congestion can be as simple as pictures or video of the corridor operation or a field visit by the DSRT. Some corridors will be infamous for their congestion issues and will require very limited documentation. Alternatively, a congestion model run by the MPO could serve as the basis of documenting the project need. The DSRT can provide specific guidance on need documentation for each funding request Project Scope See the Office of Traffic Operations website for the Traffic Signal Timing Scope Road Safety Audits (RSAs) General A Road Safety Audit (RSA) can be an effective tool to reduce injuries and fatalities on Ohio's roadways. An RSA is a formal performance examination of an existing or future road or Revised July 17, 2015 October 23,

200 1200 ZONES AND STUDIES Traffic Engineering Manual intersection by an independent and multi-disciplinary team that includes representatives of EMS, Engineering, Education and Enforcement (the 4 E's) as appropriate. For planned roads, the RSA should be conducted at the earliest stage possible (planning or preliminary design), when all roadway design options and alternatives are being explored. RSAs can be used on any size project from minor intersection and roadway retrofits to mega-projects Purpose The aim of an RSA is to answer the following questions: What elements of the road may present a safety concern: to what extent, to which road users, and under what circumstances? What opportunities exist to eliminate or mitigate identified safety concerns? The RSA is not meant to be a replacement for traditional safety studies; rather, it is another tool that can be utilized for improving safety. An RSA may be used in addition to or in lieu of a traditional safety study. When used in lieu of a traditional study, prior approval must be provided by the District Safety Review Team (DSRT) as well as the ODOT Safety Program Manager if the location is listed on the annual safety work plan. Results (countermeasures) identified in an RSA would be eligible for Safety funding through the normal funding application process. ODOT, like most State DOTs, has established traditional safety review processes. However, a road safety audit and a traditional safety review are different processes. It is important to understand the difference between the road safety reviews that are commonly performed and newer road safety audits. The main differences between the two are shown below: Differences between an RSA and a Traditional Safety Review Road Safety Audit Performed by a team independent of the project. Performed by a multi-disciplinary team that includes people inside and outside of ODOT. Always generates a formal RSA report. A formal response report is an essential element of an RSA. Traditional Safety Review The safety review team is usually not completely independent of the design team. Typically performed by ODOT safety staff and reviewed by an internal multi-disciplinary team. Always results in a formal report, but typically requires more data collection, such as detailed existing conditions, traffic volume and capacity analysis. Often does not generate a formal response report. Additional information regarding RSAs can be found on-line at October 23, 2002 (July 17, 2015)

201 1200 ZONES AND STUDIES Traffic Engineering Manual 1296 FORMS INDEX Speed Zone Request for Narrow and Low-Volume Rural Roads Form is used to document geometric and roadway characteristics when submitting a Speed Zone request for a road with an ADT of 400 or less or a width of 16 feet or less. This form is described in detail in Section Speed Zone Warrant Sheet Form is used for a full-scale Speed Zone Warrant analysis. The procedure for using this form is described in Section Sample Speed Study Data Sheet Form may be used to record data used in the Speed Zone Warrant Analysis (see Section ). See Table for determination of Intersection Class and Building Type Completed Sample Speed Study Data Sheet Form is a sample of a completed version of Form Speed Check Form Form is used to record speed information to determine the 85th-percentile and pace speeds (see Section ) a Speed Limit Revision Form a is used to establish a revised speed limit (see Section ). Note that the established limit becomes effective when appropriate signs giving notice thereof are erected b Work Zone Speed Limit Revision for High-Speed ( 55 mph) Multi-Lane Highways Form b is used to establish a Work Zone Speed Zone (see Section ) in accordance with Table Note that the established work zone speed limit(s) do not become effective 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 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 a Withdrawal of Issued Speed Limit Revision Form a is used to withdraw a revised speed limit (see Section ) b Withdrawal of Issued Work Zone Speed Limit Revision for High-Speed ( 55 mph) Multi-Lane Highways Form b is used to withdraw a Work Zone Speed Zone (see Section ) in accordance with Table Field Report on Parking Practices Form is used to request a No-Parking Zone. The procedure for using this form is described in Section Revised October 16, 2015 October 23,

202 1200 ZONES AND STUDIES Traffic Engineering Manual Establishment of No-Parking Restrictions Form is used to establish a No-Parking Restriction (see Section ). Note that the restriction becomes effective when appropriate signs giving notice thereof are erected Withdrawal of Issued No-Parking Restrictions Form is used to withdraw an established No-Parking Restriction (see Section ) Curve Study Sheet Form is used in the Ball Banking Study described in Section to determine the recommended maximum speed to use on the Advisory Speed plate Reserved Deleted the Existing Form Reserved Deleted the Existing Form Freeway and Rural Expressway Speed Zone Evaluation Sheet Form is used to document a request for a change in the speed limit on a freeway or rural expressway (see Section ) Speed Zone Request for Unimproved Highways and Residential and Commercial Subdivision Streets Form is used to document a request for a reduction of the speed limit on unimproved County highways and residential and commercial subdivision streets (see Section ). The form may also be used by Townships to document Speed Zones they establish based on ORC Division (K) Reserved Deleted the Existing Form The Work Zone Speed Zone (WZSZ) Justification Report has been deleted. The new WZSZ process eliminated the need for this form. This form number is reserved for future use WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways The WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways is an optional form that may be used to determine the warranted work zone speed limit values during qualifying work zone conditions on multi-lane highways with pre-construction speed limits of 55 mph or higher (as defined by Section ). Information in this form is based upon Table The procedure for using this form is described in Section Work Zone Speed Zone (WZSZ) Tracking Report Form is used to document and log the date, time, location and other detailed information regarding implementation of all WZSZs Sample OSHP Concurrence Sheet Form is a sample of a form used to submit Speed Zone and Parking Control Zone requests to the Ohio State Highway Patrol (OSHP) for concurrence (see Sections and ) October 23, 2002 Revised October 16, 2015

203 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 1 of 4) (July 17, 2015) October 23,

204 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 2 of 4) October 23, 2002 (July 17, 2015)

205 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 3 of 4) (July 17, 2015) October 23,

206 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 4 of 4) October 23, 2002 (July 17, 2015)

207 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Warrant Sheet (Sheet 1 of 4) (July 17, 2015) October 23,

208 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Warrant Sheet (Sheet 2 of 4) October 23, 2002 (July 17, 2015)

209 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Warrant Sheet (Sheet 3 of 4) (July 17, 2015) October 23,

210 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Warrant Sheet (Sheet 4 of 4) October 23, 2002 (July 17, 2015)

211 1200 ZONES AND STUDIES Traffic Engineering Manual Form Sample Speed Study Data Sheet (July 17, 2015) October 23,

212 1200 ZONES AND STUDIES Traffic Engineering Manual Form Completed Sample Speed Study Data Sheet October 23, 2002 (July 17, 2015)

213 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Check Form Speed Check Location: Date: Day: County: Observer: Type Pavement: Dry: Wet: Condition: Width: Weather: Temperature: Bound, Time: M to M Vehicles Com. Cum. No. % Total Passenger Commercial Cars mph Over Below Totals Bound, Time: M to M Vehicles Cum. Passenger No. Com. % Commercial Total Cars (October 16, 2015) October 23,

214 1200 ZONES AND STUDIES Traffic Engineering Manual Form a. Speed Limit Revision STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: SPEED LIMIT REVISION District: Revision No.: Name of Street: Municipality: County: State Route No.: Co. Rd./Twp. Rd.: Under Authority of Section of the Ohio Revised Code, the following revised prima facie speed limits, which have been determined upon the basis of a traffic and engineering investigation to be reasonable and safe, are hereby established for the streets and highways described herein. The prima facie speed limit or limits hereby established shall become effective when appropriate signs giving notice thereof are erected. LOCATION OF REVISED PRIMA FACIE SPEED LIMITS From To Direction NB SB EB WB Approved Speed Limit (in MPH) Signs giving notice of approved speed limits shall be erected immediately. Such signs shall conform to the Ohio Manual of Uniform Traffic Control Devices for Streets and Highways. This authorization is revocable by the Director of Transportation whenever any altered prima facie speed becomes, in the Director s opinion, unreasonable; and upon such withdrawal and notification, such altered prima facie speed shall become ineffective and the signs relating thereto shall be immediately removed by the local authorities. Date: Director of Transportation Immediately after erection of the appropriate speed limit signs, return a copy of this form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above prima facie speed limits were erected on Signed Title October 23, 2002 Revised October 16, 2015

215 1200 ZONES AND STUDIES Traffic Engineering Manual Form b. Work Zone Speed Limit Revision for High-Speed (> 55 mph) Multi-Lane Highways STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: WORK ZONE SPEED LIMIT REVISION District: Revision No.: WZ - Name of Street: Project No. PID: Original Speed Limit: MPH Municipality: County: State Route No.: Co. Rd./Twp. Rd.: Under Authority of Sections and of the Ohio Revised Code, work zone speed limit(s), are hereby established for the streets and highways described herein. The work zone speed limit reductions authorized are those in the most recent publication of the Traffic Engineering Manual (TEM) Table (at the time of signature of this form) based upon the applicable work zone conditions and factors present at any given point in time on the project. The work zone speed limit(s) hereby established shall become effective only where and when appropriate signs giving notice thereof are erected. Signs giving notice of authorized work zone speed limits shall be erected when, and where, the work zone condition and associated factors warranting the speed limit reduction are present. Such signs shall conform to the Ohio Manual of Uniform Traffic Control Devices for Streets and Highways as well as any other applicable standards and specifications established by the Department of Transportation. During periods where the warranting work zone condition(s) and associated factors are no longer present, the original speed limit(s) (prior to construction) shall be in effect. LOCATION(S) OF AUTHORIZED WORK ZONE SPEED LIMIT REDUCTIONS PER TEM TABLE (Place a checkmark or X in the direction(s) in which TEM Table is authorized to be used.) From To Direction NB SB EB WB This authorization is revocable by the Director of Transportation whenever any work zone speed limit reduction(s) are determined by the Director to no longer be necessary; and upon such withdrawal and notification, such work zone speed limit reduction(s) shall become ineffective and any remaining signs relating thereto shall be immediately removed. Date: Director of Transportation The Work Zone Speed Zone Tracking Report (Form ) shall be used to document where and when the signs are in place and the applicable speed limit reduction is in effect, and also when the signs have been removed, covered or digitally changed to the original speed limit (as appropriate) so that the speed limit reduction is not in effect. Revised October 16, 2015 October 23,

216 1200 ZONES AND STUDIES Traffic Engineering Manual Form a. Withdrawal of Issued Speed Limit Revision STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: WITHDRAWAL OF ISSUED SPEED LIMIT REVISION District: Revision No.: Name of Street: Municipality: State Route No.: County: Co. Rd./Twp. Rd.: Under Authority of Section of the Ohio Revised Code, the following revised prima facie speed limit(s) approved by the Director of Transportation on, has been determined, on the basis of a traffic and engineering investigation, to be unreasonable and approval of the same is hereby withdrawn. LOCATION OF REVISED PRIMA FACIE SPEED LIMITS From To Direction NB SB EB WB Approved Speed Limit (in MPH) Signs relating to the altered prima facie speeds shall be immediately removed and the prima facie speed limit or limits after such removal shall be as specified in the Ohio Revised Code. Date Director of Transportation Immediately after removal of the speed limit signs, return a copy of this form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above prima facie speed limits were removed on Signed Title October 23, 2002 (October 16, 2015)

217 1200 ZONES AND STUDIES Traffic Engineering Manual Form b. Withdrawal of Issued Work Zone Speed Limit Revision for High-Speed (> 55 mph) Multi-Lane Highways STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: WITHDRAWAL OF ISSUED WORK ZONE SPEED LIMIT REVISION District: Revision No.: WZ- Name of Street: Project No. PID: Original Speed Limit: MPH Municipality: County: State Route No.: Co. Rd. / Twp. Rd.: Under Authority of Sections and of the Ohio Revised Code, the following work zone speed limit(s) authorized by the Director of Transportation on, have been determined to no longer be necessary and approval of the same is hereby withdrawn. LOCATION(S) OF FORMERLY AUTHORIZED WORK ZONE SPEED LIMIT REDUCTIONS PER TRAFFIC ENGINEERING MANUAL (TEM) TABLE (Place a checkmark or X in the direction(s) in which TEM Table was formerly authorized.) From To Direction NB SB EB WB Any remaining signs relating to the work zone speed limit reduction(s) shall be immediately removed and the prima facie speed limit(s) after such removal shall be the original speed limit(s) prior to construction. Date: Director of Transportation The Work Zone Speed Zone Tracking Report (Form ) shall be used to document where and when the signs were in place, the applicable speed limit in effect at any given time, and when they were last removed. A copy or electronic link to the tracking report or log showing the final removal of the signs related to the work zone speed limit reduction(s) shall accompany the request to withdraw the Work Zone Speed Limit Revision; however, the tracking report or log shall reside within the project files. Revised October 16, 2015 October 23,

218 1200 ZONES AND STUDIES Traffic Engineering Manual Form Field Report on Parking Practices State of Ohio Department of Transportation Field Report On Parking Practices Location: The sides of State Route in County at the following locations: From: SLM log point To: SLM log point Date and time of field check: at Highway Features at Point of Study: Pavement Type Width No. of Lanes Type of Berm Width of Berm Other Features Roadside Culture: The major portion of the area included in this study should be described as: Residential Rural Industrial Business Properties which abut the highway are used for the following purposes: Traffic Control: At the present time, the following traffic control measures are in use: Signals - Signs - Pavement Markings - Other - The legal Speed Limit is now mph October 23, 2002 (October 16, 2015)

219 1200 ZONES AND STUDIES Traffic Engineering Manual Parking Practices: There is evidence of the following parking practices: Conclusion: (check one and fill in pertinent information) It is the opinion of this observer that these parking practices constitute a traffic hazard for the following reasons: It is the opinion of this observer that these parking practices do not constitute a traffic hazard for the following reasons: Recommendations: I have reviewed the attached data and make the following recommendations: I recommend the establishment of a No-Parking restriction along the side of SR from SLM log point to SLM log point, which includes a total length of feet. I do not recommend the establishment of any No-Parking restrictions. I recommend the following corrective measures: Attached is a diagram and/or photographs showing the physical conditions outlined above. Other attachments include: Signature: Title: District: Date: (July 17, 2015) October 23,

220 1200 ZONES AND STUDIES Traffic Engineering Manual Form Establishment of No-Parking Restrictions STATE OF OHIO DEPARTMENT OF TRANSPORTATION No.: ESTABLISHMENT OF NO-PARKING RESTRICTIONS District: County: State Route No.: Section: Under Authority of Section of the Ohio Revised Code, the following described No-Parking Zone is established. No person shall park or leave standing any vehicle, whether attended or unattended within the right-of-way within the No-Parking Zone indicated herein when appropriate signs giving notice thereof have been erected. LOCATION OF NO-PARKING LIMITS From To Along This restriction shall become effective immediately upon the erection of signs giving notice thereof. Signs giving notice of the approved restriction shall be erected immediately. Date: Director of Transportation Immediately after the erection of appropriate No-Parking signs, return the attached copy of this No-Parking Restriction form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above No-Parking restriction were erected on Signed Title October 23, 2002 (July 17, 2015)

221 1200 ZONES AND STUDIES Traffic Engineering Manual Form Withdrawal of Issued No-Parking Restrictions STATE OF OHIO DEPARTMENT OF TRANSPORTATION WITHDRAWAL OF ISSUED NO-PARKING RESTRICTIONS No. District: County: State Route No.: Section: Under Authority of Section of the Ohio Revised Code, the following described No-Parking restriction(s) approved by the Director of Transportation on, has been determined, on the basis of a traffic and engineering investigation, to be unreasonable and approval of the same is hereby withdrawn. LOCATION OF NO-PARKING LIMITS From To Along Signs relating to the parking prohibition shall be immediately removed. Date: Director of Transportation Immediately after removal of the No-Parking signs, return the attached copy of this No-Parking Restriction Withdrawal form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above No-Parking restriction were removed on Signed Title (July 17, 2015) October 23,

222 1200 ZONES AND STUDIES Traffic Engineering Manual Form Curve Study Sheet October 23, 2002 (July 17, 2015)

223 1200 ZONES AND STUDIES Traffic Engineering Manual Form Reserved Existing Form Deleted Form Reserved Existing Form Deleted Form Freeway and Rural Expressway Speed Zone Evaluation Sheet Note: The actual form is a Microsoft Excel file and the fields shown above with an Error message fill in as the information is added in the fields shown in green. Revised July 17, 2015 October 23,

224 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Request for Unimproved Highways and Residential or Commercial Subdivision Streets October 23, 2002 (July 17, 2015)

225 1200 ZONES AND STUDIES Traffic Engineering Manual Form Reserved Deleted the Existing Form Revised October 16, 2015 October 23,

226 1200 ZONES AND STUDIES Traffic Engineering Manual Form Work Zone Speed Zone Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways October 23, 2002 Revised October 16, 2015

227 1200 ZONES AND STUDIES Traffic Engineering Manual Form Work Zone Speed Zone (WZSZ) Tracking Report (An example form with a few entries can be found with the electronic copies of the forms.) Revised October 16, 2015 October 23,

228 1200 ZONES AND STUDIES Traffic Engineering Manual Form Sample OSHP Concurrence Sheet October 23, 2002 (October 16, 2015)

229 1200 ZONES AND STUDIES Traffic Engineering Manual 1297 TABLES INDEX Symbols For Use with the Speed Study Data Sheet Table depicts the symbols mentioned in Section that are used to represent physical features along the highway when completing the Speed Study Data Sheet (Form ) Speed Zone Warrant Analysis - Highway Development Table defines components used in Highway Development portion of Form for the Speed Zone Warrant Analysis (see Section ) Speed Zone Warrant Analysis - Roadway Features Table defines components used in the Roadway Features portion of Form for the Speed Zone Warrant Analysis (see Section ) Speed and Parking Zone Revision Number Assignments Table assigns numbers to be used by Districts when submitting/reviewing a Speed or Parking Zone request (see Sections and ) Reserved for Future Information Average: Ohio Interstate Crash Data has been deleted, but this number/space has been reserved for future information Speed Zone Warrant Analysis Roadway Characteristics Table provides descriptions of the roadway characteristics categories used in Form (see Section ) Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi- Lane Highways Table is used to determine the warranted speed limit value(s) during qualifying work zone conditions on multi-lane highways with pre-construction speed limits of 55 mph or higher (see Section ). The procedure for using this table is described in Section and Figures a through c. Definitions of terms used in this table are available in Section Revised October 16, 2015 October 23,

230 1200 ZONES AND STUDIES Traffic Engineering Manual Intentionally blank October 23, 2002 (October 16, 2015)

231 1200 ZONES AND STUDIES Traffic Engineering Manual Table Symbols for Use with the Speed Study Data Sheet Symbol Feature Residence Business School Church (or other house of worship) Intersection Driveway Traffic Sign Painted Lane and Center Line No Passing Line Railroad Bridge Underpass Sidewalk Guardrail Signal or Flasher (October 16, 2015) October 23,

232 1200 ZONES AND STUDIES Traffic Engineering Manual Table Speed Zone Warrant Analysis - Highway Development Building Development Type 1 Type 2 Type 3 Type 4 residential, small apartment, commercial or public building, or other low volume generator Medium size commercial, public building, light industrial and multi-unit apartment type generators with traffic activity meeting one of the following general descriptions: a. Continuous, but light; b. Moderate at certain times, as opening, noon, or closing hours; c. Substantial on infrequent occasions. Substantial traffic generated by industry, shopping center or similar type large facility. Very large shopping mall, industrial park, major industry or similar large traffic generators with substantial, continuous volume. If the drive is signalized, it counts as a Class C intersection (instead of a Type 4 building development). Intersection Classification Class A Class B Class C Subdivision/residential type streets, low-volume Township Roads, and low-volume County Roads. Through streets, through Township Roads, through County Roads, and State Routes. Signalized intersections October 23, 2002 (October 16, 2015)

233 1200 ZONES AND STUDIES Traffic Engineering Manual Table Speed Zone Warrant Analysis - Roadway Features Roadway Feature Lane Width, in feet Shoulder: (see Notes) Characteristics: (see Notes) Unimproved Improved (A) Very Good (B) Good (C) Average (D) Adverse (E) Poor Definition Consider average or most dominant lane width. Two feet may be deducted from the lane width in curbed sections. Unimproved shoulders are sod or loose aggregate. Shoulders are considered improved when paved, surface treated or compacted aggregate. Curbed sections shall be considered improved <2 feet (Factor = 9 on the form). Essentially level and tangent, with minimal intersection involvement, minimal sight distance restrictions. Curves and/or grades resulting in minor speed reduction, few intersections, mostly good sight distance. Curves and/or grades resulting in moderate speed reduction, some restrictive sight distance problems, some intersection involvement. Curves and/or grades resulting in substantial speed reduction, frequent sight distance and intersection problems. Curves and/or grades resulting in excessive speed reduction, limited sight distance a dominant factor. Volume (ADT/Lane) If the volumes are not relatively consistent throughout the section under study, it may be necessary to evaluate shorter sections. This feature uses vehicles per continuous lane and turning lanes, or other special lanes, are not normally used in this calculation. Notes: It is recognized that shoulder features may not be consistent throughout the section under study. A judgment will need to be made to determine the most dominate design. The characteristics noted are generalized descriptions which can be used to describe various roadway design characteristics in evaluating optimal operating speeds. Warning Signs with appropriate Advisory Speed signs should be considered before speed zoning for roadway characteristics. (October 16, 2015) October 23,

234 1200 ZONES AND STUDIES Traffic Engineering Manual Table Speed and Parking Zone Revision Number Assignments Districts Speed Zones Parking Zones District District District District District District District District District District District District October 23, 2002 (October 16, 2015)

235 1200 ZONES AND STUDIES Traffic Engineering Manual Table Reserved for Future Information Average: Ohio Interstate Crash Data has been deleted but the number/space has been reserved for future information. (October 16, 2015) October 23,

236 1200 ZONES AND STUDIES Traffic Engineering Manual Table Speed Zone Warrant Analysis Roadway Characteristics (also see Figures , and ) Alphabetic Value A1 A2 A3 B1 B2 B3 C Description Relatively straight and level road that generally provides good longitudinal sight distance, but may have a random hillcrest and/or curve that affects travel speeds in only a small part of the study area. Basically free of roadside obstructions and features that restrict lateral sight distance. Relatively straight and level road that generally provides good longitudinal sight distance, but may have a random hillcrest and/or curve that affects travel speeds in only a small part of the study area. Occasional roadside obstructions and features that randomly restrict lateral sight distance for short distances within the study area. Relatively straight and level road that generally provides good longitudinal sight distance, but may have a random hillcrest and/or curve that affects travel speeds in only a small part of the study area. Frequent or constant roadside obstructions limiting lateral sight distance through most of the study area. Gentle curves and/or straight-aways with level to moderate grades, interspersed with sharp curves and/or hillcrests that affect travel speeds and limit longitudinal sight distance in much of the study area. Basically free of roadside obstructions and features that restrict lateral sight distance. Gentle curves and/or straight-aways with level to moderate grades, interspersed with sharp curves and/or hillcrests that affect travel speeds and limit longitudinal sight distance in much of the study area. Occasional roadside obstructions and features that randomly restrict lateral sight distance for short distances within the study area. Gentle curves and/or straight-aways with level to moderate grades, interspersed with sharp curves and/or hillcrests that affect travel speeds and limit longitudinal sight distance in much of the study area. Frequent or constant roadside obstructions limiting lateral sight distance through most of the study area. Constant, tightly-spaced, sharp curves and/or hillcrests that affect travel speeds and/or severely restrict longitudinal sight distance in nearly all of the study area. The sharp alignment of a C road dictates travel speeds to such an extent that lateral sight distances need not be a factor. Note: As an aid in selecting the most appropriate Road Characteristics, it is suggested that the alignment first be identified as most resembling the first sentence of A, B or C in the above descriptions. If the alignment is determined to be an A or a B, it should then be determined which description of the amount and proximity of roadside obstructions (1, 2 or 3) most closely resembles the conditions along the road being studied. If the alignment is determined to be C, a description of roadside obstructions is not required October 23, 2002 (October 16, 2015)

237 1200 ZONES AND STUDIES Traffic Engineering Manual Table Warranted Work Zone Speed Limits for Work Zones on High- Speed (>55 mph) Multi-Lane Highways (Also see Section ) This Table is used in the process described in Section for Speed zones in Temporary Traffic Control Zones (WZSZs). This WZSZ process applies to any work zone located on a multilane highway 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, and has an expected work duration of at least three hours. For purposes of the WZSZ process, the conditions that would reduce existing functionality of the travel lanes or shoulders are lane closures, lane shifts, crossovers, contraflow and/or shoulder closures. See Section for more details. All WZSZs are variable in nature with the warranted work zone speed limit fluctuating with the conditions and factors in place at the time. The Table below provides the warranted speed limit for each of the specific conditions given, depending on the presence of workers and positive protection. When looking up warranted speed limit values in this Table, 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 this Table. Only one warranted speed limit applies at any one time. Speed limit reductions are not cumulative. As conditions in the work zone change, the work zone speed limit shall adjust accordingly per this Table. WZSZs shall not be used for Moving/Mobile activities, as defined by the OMUTCD. Speed limits in accordance with this Table shall only be used when the work zone condition meets the criteria established in Section , which is also summarized in the first paragraph above. 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. See TEM Section for additional information regarding this Table, including definitions and additional guidance selecting the appropriate conditions and factors. Original Posted Speed Limit Warranted Work Zone Speed Limits (mph) for Qualifying Conditions and Factors WITH Positive Protection Workers Present Workers NOT Present WITHOUT Positive Protection Workers Present Workers NOT Present As noted in Section : With Positive Protection is generally regarded as portable barrier or other rigid barrier in use along the work area within the subject qualifying work zone condition. Without Positive Protection is generally regarded as using drums, cones, shadow vehicle, etc., along the work area within the subject qualifying work zone condition. For a work zone with a combination of with and without positive protection, see TEM Section for additional guidance. Workers are considered to be present when on-site and working within the subject qualifying work zone condition. Revised October 16, 2015 October 23,

238 1200 ZONES AND STUDIES Traffic Engineering Manual Intentionally blank October 23, 2002 (October 16, 2015)

239 1200 ZONES AND STUDIES Traffic Engineering Manual 1298 FIGURES INDEX a Work Zone Speed Zoning Process for Construction Projects Design Phase Figure a provides a flowchart illustrating the work zone speed zoning process for construction projects with the process starting during the design phase of the job, including design build projects (see Section ) b Work Zone Speed Zoning Process for Construction Projects During Construction Figure b provides a flowchart illustrating the work zone speed zoning process or construction projects where the request originates during the construction phase of the job (see Section ) c Work Zone Speed Zoning Process for Operations/Maintenance Work Figure c provides a flowchart illustrating the work zone speed zoning process for ODOT operations/maintenance jobs (see Section ) Examples of Signal Timing and Phasing Improvements Figure provides illustrations of the benefits of improved signal timing and phasing that were realized through projects initiated in the ODOT Safety Program described in Section Examples of Type A Roadway Characteristics for Speed Zoning Figure provides aerial view examples to help illustrate the Type A category of roadway characteristics used in Form (see Section ) Examples of Type B Roadway Characteristics for Speed Zoning Figure provides aerial view examples to help illustrate the Type B category of roadway characteristics used in Form (see Section ) Examples of Type C Roadway Characteristics for Speed Zoning Figure provides aerial view examples to help illustrate the Type C category of roadway characteristics used in Form (see Section ) Sample Full Safety Study Table of Contents Figure shows a sample Table of Contents for a Safety Study, as discussed in Section Title Page Example 1 Figure shows a sample Title Page for a Safety Study, as discussed in Section Title Page Example 2 Figure shows another sample Title Page for a Safety Study, as discussed in Section One Page Project Summary - Example 1 Figure shows a sample project summary, as discussed in Section Revised October 16, 2015 October 23,

240 1200 ZONES AND STUDIES Traffic Engineering Manual One Page Project Summary - Example 2 Figure shows a sample project summary, as discussed in Section Executive Summary Outline Figure shows an outline of a typical executive summary, as discussed in Section Existing Conditions Diagram Roadway Section Figure shows a sample existing condition diagram for a roadway section, as discussed in Section Existing Conditions Diagram Intersection Figure shows a sample existing condition diagram for an intersection, as discussed in Section Intersection Collision Diagram Example 1 Figure shows a sample collision diagram for an intersection, as discussed in Section Intersection Collision Diagram Example 2 Figure shows a sample collision diagram for an intersection, as discussed in Section Roadway Section Collision Diagram Example Figure shows a sample collision diagram for a roadway section, as discussed in Section Summary of Crash Pattern Tables Figure shows an example of crash patterns summarized, as discussed in Section Crash Histogram Figure shows a sample crash histogram for a project corridor, as discussed in Section ECAT Project Safety Performance Summary Report Existing Conditions Figure shows an existing analysis report from the ECAT Excel analysis tool, as discussed in Section ECAT Project Safety Performance Summary Report Proposed Safety Improvements Figure shows a proposed analysis report from the ECAT Excel analysis tool, as discussed in Section October 23, 2002 (October 16, 2015)

241 1200 ZONES AND STUDIES Traffic Engineering Manual Proposed Conditions Diagram Example 1 Figure shows an example of a proposed conditions diagram, as discussed in Section Proposed Conditions Diagram Example 2 Figure shows an example of a proposed conditions diagram, as discussed in Section (October 16, 2015) October 23,

242 1200 ZONES AND STUDIES Traffic Engineering Manual Intentionally blank October 23, 2002 (October 16, 2015)

243 1200 ZONES AND STUDIES Traffic Engineering Manual Figure a. Work Zone Speed Zoning Process for Construction Projects Design Phase TEM Figure a Revised 10/16/15 Acronym Key DSZC = District Speed Zoning Coordinator DWZTM = District Work Zone Traffic Manager TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone Construction Projects On High-Speed (> 55 mph) Multi-Lane Hwy (During Design*) TEM Duration of Work 3 hours, or longer? Yes Work Zone 0.5 mile, or longer, in length? Yes Work Zone Condition that reduces the existing functionality of the travel lanes or shoulders? No No No Yes Location does not qualify for a WZSZ. Designer reviews Table **. Is a WZSZ warranted? Yes Designer may submit a request to the project manager, or designee, for a WZSZ. Request includes project location information (C-R-S), PID and basic information regarding the conditions and factors that will occur throughout the project, based on Table Project manager forwards request to the DWZTM. If the DWZTM concurs, the request is forwarded to the DSZC. DSZC reviews the information for concurrence and consults with the designer, project manager and DWZTM, as needed. No A WZSZ is not warranted. DSZC notifies the project manager (and DWZTM, as necessary). Project manager forwards the information to the designer. Prior to the initial WZSZ implementation, the project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the planned work zone speed limit reduction(s). Project manager forwards the signed Revision Form to the designer. Designer incorporates the applicable Plan Note, SCD, Supplemental Specifications, etc., into the plans for the approved WZSZ(s). DSZC prepares a Work Zone Speed Limit Revision Form (Form b), obtains DDD signature, and returns a signed copy to the project manager and DWZTM. DSZC enters the information into TRDMS. Yes No Is a WZSZ recommended for approval by the DDD? Project engineer, or designee, provides copies of the tracking documentation (Form ) to the DWZTM and DSZC, or designees. (This form is to be submitted weekly.) * Includes Design Build ** Form may be used to assist in the evaluation. When the need for the WZSZ has ended, the WZSZ signs are removed and the Project Engineer, or designee, notifies the DWZTM and DSZC so that a withdrawal of the Work Zone Speed Limit Revision can be processed. Project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the pending withdrawal. DSZC processes the Withdrawal of Issued Work Zone Speed Limit Revision (Form b). DSZC enters the information into TRDMS. Process is complete. All records and documentation must be retained in the District according to appropriate document retention schedules. Revised October 16, 2015 October 23,

244 1200 ZONES AND STUDIES Traffic Engineering Manual Figure b. Work Zone Speed Zoning Process for Construction Projects During Construction TEM Figure b Revised 10/16/15 Acronym Key DSZC = District Speed Zoning Coordinator DWZTM = District Work Zone Traffic Manager TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone Construction Projects On High-Speed (> 55 mph) Multi-Lane Hwy (During Construction) TEM WZSZ already authorized for project (per Table )? Yes Duration of Work is 3 hours, or longer? Yes Work Zone 0.5 mile, or longer, in length? Yes Work Zone Condition that reduces the existing functionality of the travel lanes or shoulders? No Yes Project engineer processes change order based on, and with, appropriate Plan Note, SCD, Supplemental Specifications, etc., for the warranted WZSZ. Project engineer coordinates with DWZTM and DSZC as appropriate. No No No Location does not qualify for a WZSZ. Project engineer reviews Table **. Is a WZSZ warranted? Yes Project engineer may submit a request to the DWZTM, or designee, for a WZSZ. Request includes project location information (C-R-S), PID and basic information regarding the conditions and factors that will occur throughout the project, based on Table If DWZTM concurs, the request is forwarded to the DSZC. DSZC reviews the information for concurrence and consults with the project engineer and DWZTM, as needed. No A WZSZ is not warranted. Prior to the initial WZSZ implementation, the project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the planned work zone speed limit reduction(s). The project engineer incorporates the approved work zone speed limit(s), into the project and the WZSZ is utilized in accordance with the associated applicable TEM sections, Plan Note, SCD, Supplemental Specifications, etc. Project engineer processes change orders, as appropriate. DSZC prepares a Work Zone Speed Limit Revision Form (Form b), obtains DDD signature, and returns a signed copy to the project engineer and DWZTM. DSZC enters the information into TRDMS. DSZC notifies the project manager (and DWZTM, as necessary). Yes No Is a WZSZ recommended for approval by the DDD? Project engineer, or designee, provides copies of the tracking documentation (Form ) to the DWZTM and DSZC, or designees. (This form is to be submitted weekly.) When the need for the WZSZ has ended, the WZSZ signs are removed and the Project Engineer, or designee, notifies the DWZTM and DSZC so that a withdrawal of the Work Zone Speed Limit Revision can be processed. Project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the pending withdrawal. DSZC processes the Withdrawal of Issued Work Zone Speed Limit Revision (Form b). DSZC enters the information into TRDMS. Process is complete. All records and documentation must be retained in the District according to appropriate document retention schedules. ** Form may be used to assist in the evaluation October 23, 2002 Revised October 16, 2015

245 1200 ZONES AND STUDIES Traffic Engineering Manual Figure c. Work Zone Speed Zoning Process for Operations / Maintenance Work TEM Figure b Revised 10/16/15 Acronym Key DSZC = District Speed Zoning Coordinator DWZTM = District Work Zone Traffic Manager TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone Operations/Maintenance Work On High-Speed (> 55 mph) Multi-Lane Hwy TEM WZSZ already authorized for per Table ? Yes Duration of Work is 3 hours, or longer? Yes Work Zone 0.5 mile, or longer, in length? Yes Work Zone Condition that reduces the existing functionality of the travel lanes or shoulders? No Yes Speed limit reductions are not cumulative. Implement WZSZ(s) in accordance with Table , the associated TEM sections, Plan Note, SCD, Supplemental Specifications, etc. No No No Location does not qualify for a WZSZ. County Manager reviews Table **. Is a WZSZ warranted? Yes County Manager may submit a request to the DWZTM, or designee, for a WZSZ. Request includes project location information (C-R-S), PID and basic information regarding the conditions and factors that will occur throughout the project, based on Table If DWZTM concurs, the request is forwarded to the DSZC. DSZC reviews the information for concurrence and consults with the County Manager and DWZTM, as needed. No A WZSZ is not warranted. DSZC notifies the County Manager (and DWZTM, as necessary). Prior to the initial WZSZ implementation, the County Manager notifies the State Highway Patrol, and local law enforcement (if applicable), of the planned work zone speed limit reduction(s). The County Manager incorporates the approved work zone speed limit(s), into the project and the WZSZ is utilized in accordance with the associated applicable TEM sections, Plan Note, SCD, Supplemental Specifications, etc. DSZC prepares a Work Zone Speed Limit Revision Form (Form b), obtains DDD signature, and returns a signed copy to the project engineer and DWZTM. DSZC enters the information into TRDMS. Yes No Is a WZSZ recommended for approval by the DDD? County Manager, or designee, provides copies of the tracking documentation (Form ) to the DWZTM and DSZC, or designees. (This form is to be submitted weekly.) When the need for the WZSZ has ended, the WZSZ signs are removed and the County Manager, or designee, notifies the DWZTM and DSZC so that a withdrawal of the Work Zone Speed Limit Revision can be processed. County Manager notifies the State Highway Patrol, and local law enforcement (if applicable), of the pending withdrawal. DSZC processes the Withdrawal of Issued Work Zone Speed Limit Revision (Form b). DSZC enters the information into TRDMS. Process is complete. All records and documentation must be retained in the District according to appropriate document retention schedules. ** Form may be used to assist in the evaluation. Revised October 16, 2015 October 23,

246 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Signal Timing and Phasing Improvements (See Section for related text,) October 23, 2002 (October 16, 2015)

247 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form (Sheet 1 of 3) (October 16, 2015) October 23,

248 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form (Sheet 2 of 3) October 23, 2002 (October 16, 2015)

249 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form (Sheet 3 of 3) (October 16, 2015) October 23,

250 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form (Sheet 1 of 3) October 23, 2002 (October 16, 2015)

251 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form (Sheet 2 of 3) (October 16, 2015) October 23,

252 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form (Sheet 3 of 3) October 23, 2002 (October 16, 2015)

253 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Examples of Type C Roadway Characteristics for Speed Zoning for Form (October 16, 2015) October 23,

254 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Sample Full Safety Study Table of Contents Table of Contents I. Title Page II. One Page Project Summary III. Executive Summary A. Background B. Purpose and Need C. Overview of Possible Causes D. Recommended Countermeasures & Related Costs IV. Purpose and Need V. Existing Conditions A. Background B. Conditions Diagram C. Physical Condition Write-up VI. Crash Data A. Crash Data Summaries B. Collision Diagram(s) C. Crash Graphs and Tables D. Crash Analyses E. Design Evaluation (if applicable) F. Identification of Potential Countermeasures G. Conclusions VII. Summary of Supplemental Traffic Studies VIII. Proposed Countermeasure Evaluation IX. Conclusions X. Recommendations & Prioritization A. Countermeasure Recommendations and Implementation Plan B. Proposed Conditions Diagram(s) Appendices October 23, 2002 (October 16, 2015)

255 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Title Page Example 1 (October 16, 2015) October 23,

256 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Title Page Example October 23, 2002 (October 16, 2015)

257 1200 ZONES AND STUDIES Traffic Engineering Manual Figure One Page Project Summary Example 1 (October 16, 2015) October 23,

258 1200 ZONES AND STUDIES Traffic Engineering Manual Figure One Page Project Summary Example October 23, 2002 (October 16, 2015)

259 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Executive Summary Outline I. Project Background History of problems or crashes Include previous improvements to mitigate crashes Reason for study II. Project Purpose and Safety Need Safety Analyst Priority List & Ranking Analyze crashes Potential for Safety Improvement III. Overview of Safety Issues and Possible Causes Crash patterns Roadway conditions Existing traffic control Contributing factors Traffic volumes IV. Recommended Countermeasures & Related Costs Summarize All that are Applicable Short-term countermeasures Medium term countermeasures Long-term countermeasures Identify Recommended Countermeasure(s) and Implementation Approach Summary of Request for Safety Funding should relate directly to recommended countermeasure(s) (October 16, 2015) October 23,

260 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Existing Conditions Diagram Roadway Section October 23, 2002 (October 16, 2015)

261 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Existing Conditions Diagram - Intersection (October 16, 2015) October 23,

262 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Intersection Collision Diagram Example October 23, 2002 (October 16, 2015)

263 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Intersection Collision Diagram Example 2 (October 16, 2015) October 23,

264 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Roadway Section Collision Diagram Example October 23, 2002 (October 16, 2015)

265 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Summary of Crash Pattern Tables (October 16, 2015) October 23,

266 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Crash Histogram October 23, 2002 (October 16, 2015)

267 1200 ZONES AND STUDIES Traffic Engineering Manual Figure ECAT Project Safety Performance Summary Report Existing Conditions (October 16, 2015) October 23,

268 1200 ZONES AND STUDIES Traffic Engineering Manual Figure ECAT Project Safety Performance Summary Report Proposed Safety Improvements October 23, 2002 (October 16, 2015)

269 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Proposed Conditions Diagram Example 1 (October 16, 2015) October 23,

270 1200 ZONES AND STUDIES Traffic Engineering Manual Figure Proposed Conditions Diagram Example October 23, 2002 (October 16, 2015)

271 1300 ITS Traffic Engineering Manual TABLE OF CONTENTS Part 13 - INTELLIGENT TRANSPORTATION SYSTEMS (ITS) 1300 GENERAL CFR 940 COMPLIANCE General Background Introduction and Scope General Criteria Architecture General Architecture Conformity Project Level ITS Architecture If a Regional Architecture Exists If a Regional Architecture Does Not Exist Systems Engineering Analysis (SEA) General Systems Engineering Analysis Documentation Additional Requirements Ellis Requirements for ITS Projects FREEWAY MANAGEMENT SYSTEM ON ODOT-MAINTAINED HWYS General Traffic Management Center (TMC) Closed Circuit Television (CCTV) Communication Dynamic Message Signs (DMS) Vehicle Detection or SFRD Highway Advisory Radio (HAR) Travel Time Road Weather Information System (RWIS) Ramp Metering Traffic Incident Management DESIGN INFORMATION General Stage 1, 2 and 3 Plan Submittals PLAN NOTES General CCTV Installations Dynamic Message Sign Installations Vehicle Detection Installations Highway Advisory Radio Installations Ramp Metering Installations Item 625E25920: Conduit 4" Multi-Cell Schedule 40 & Schedule 80, Tracer Wire Fiber Optic Cable Markers DMS & DDMS Support Structures Item 625E29931: Median Junction Box, As Per Plan Item 632E62810: Interconnect Cable, Misc.: Category 5e Cable, Outdoor Rated (July 17, 2015) October 23,

272 1300 ITS Traffic Engineering Manual 1343 SPECIFICATIONS REFERENCE RESOURCES General Traffic Operations Handbook Traffic Authorized Product (TAP) List FORMS INDEX TABLES INDEX Exempt, Low-Risk and High-Risk ITS Projects ITS User Services Regional ITS Architectures in Ohio Closed Circuit Television (CCTV) Installations Dynamic Message Sign (DMS) Installations Destination Dynamic Message Sign (DDMS) Installations Vehicle Detection (SFRD) Installations Highway Advisory Radio (HAR) Installations Ramp Metering Installations FIGURES INDEX Project Development Process (PDP) Fiber Optics Termination Diagram (Node Cabinet Assembly) Fiber Optics Termination Diagram (Underground Splice Enclosure) Fiber Optics Termination Diagram (Fiber Backbone Splice Chart) ITS Device Communication Diagram October 23, 2002 (July 17, 2015)

273 1300 ITS Traffic Engineering Manual Part 13 - INTELLIGENT TRANSPORTATION SYSTEMS 1300 GENERAL This Part of the TEM addresses policies, guidelines, standard procedures, etc. related to Intelligent Transportation Systems (ITS), which in this context means electronics, communications, or information processing used singly or in combination to improve the efficiency or safety of a surface transportation system. Deployment and operation of these systems requires specialized coordination, design and device specifications, procurement/construction, and management. The Office of Traffic Operations (OTO) shall provide implementation plans for ITS and policies for ITS operation CFR 940 Compliance General Background Federal Regulation 23 CFR 940 requires ITS projects and traditional projects with ITS components funded through the highway trust fund to conform to the National ITS Architecture and applicable standards. The Ohio Procedures for Implementing ITS Regulations (23 CFR 940) documents the requirements to be used in Ohio for any ITS project utilizing Federal funds. These requirements apply to the ITS components. The Ohio procedures incorporate guidance from several sources, including 23 CFR 940, the Programmatic Agreement for ITS Systems Engineering Analysis between the Federal Highway Administration s (FHWA) Ohio Division Offices and ODOT and the Federal-Aid Highway Program Stewardship and Oversight Agreement. ODOT s interpretation of the Federal policy provides a streamlined process to address project definitions, ITS architecture modifications, and systems engineering. This approach will permit ODOT and FHWA to establish concurrence in the level of ITS assessment and documentation needed. As this is a Federal requirement for funding, it is imperative for ODOT to effectively administer this process so as to not adversely affect project delivery. ODOT will collaborate with the Ohio Division of FHWA to guide ODOT District offices and local agencies through the documentation for ITS projects. The requirements in 23 CFR 940 include provisions for interoperability and future integration of equipment, software and systems. This FHWA requirement is similar to other separate and distinct Federal requirements which are accepted and are an inherent part of the project development process. This section provides guidance for using ODOT s Project Development Process (PDP), L&D Manual and TEM for mainstreaming these requirements. A major component of the CFR 940 documentation is the testing plan. The Programmatic Agreement for ITS Systems Engineering Analysis utilizes a risk-based approach to establish a streamlined process for the required Systems Engineering Analysis documentation. See Section for information on the risk-based Systems Engineering Analysis. Revised July 17, 2015 October 23,

274 1300 ITS Traffic Engineering Manual Introduction and Scope These requirements apply to Federal Aid projects, as required by 23 CFR 940, the Programmatic Agreement for ITS Systems Engineering Analysis between FHWA s Ohio Division and ODOT and the Ohio Federal-aid Highway Program Stewardship and Oversight Agreement. It is recommended that State-funded projects follow the same process for regional consistency. In accordance with 23 CFR 940, ITS projects funded through the highway trust fund shall conform to the National ITS Architecture and applicable standards. 23 CFR 940 also stipulates that conformance with the National ITS Architecture is interpreted to mean the use of the National ITS Architecture to develop a Regional ITS Architecture, as applicable, and the subsequent adherence of all ITS projects to that Regional ITS Architecture. This section outlines the ODOT procedures for implementing these requirements. The level of documentation should be commensurate with the project scope. The flowchart in Figure further illustrates the procedures described below. ODOT-administered ITS projects shall follow the Programmatic Agreement for ITS Systems Engineering Analysis between FHWA s Ohio Division and ODOT and the current Ohio Federal-aid Highway Program Stewardship and Oversight Agreement with regard to oversight of the projects. Local agency project coordination for ITS projects will be through the ODOT District with coordination through the ODOT Office of Traffic Operations and FHWA Ohio Division Office, as applicable, for concurrence in the level of ITS assessment and documentation required General Criteria In accordance with 23 CFR 940.3, an ITS project is any project that in whole or in part funds the acquisition of technologies or systems of technologies that provide or significantly contribute to the provision of one or more ITS user services as defined in the National ITS Architecture and summarized in Table In Ohio, a project would be considered to be an ITS project if it meets any of the following: 1. It requires the integration of multiple separate systems. 2. It is a project that has significant potential to involve the integration of technologies on a multi-jurisdictional level. 3. It replaces existing or installs new centrally controlled software. For non-freeway Management System projects, a project, even one meeting the above criteria illustrated by the examples below and in Table , would not be considered an ITS project if it is an expansion of an existing system and does not add functionality. However, expansion of a Freeway Management System through additional phases is always considered an ITS project. Enforcement systems and systems used primarily to gather and archive data not directly used for operational purposes are not generally considered to be ITS. ITS projects come with various risk factors, such as cost overruns, not meeting agency needs and system failure. The level of risk varies depending on the presence of the following factors: 1. Number of jurisdictions and/or modes involved. 2. Extent of new, unproven software creation. 3. Extent of new, unproven hardware and communication technology being used. 4. Number and level of complexity of new interfaces to other systems. 5. Level of detail needed in defining the functional requirements. 6. Level of detail needed in defining the operations and management procedures October 23, 2002 (July 17, 2015)

275 1300 ITS Traffic Engineering Manual 7. Service life of the equipment and software technology. The risk-based Systems Engineering Analysis approach classifies ITS projects into three types: Exempt, Low-Risk and High-Risk. For examples of Exempt, Low-Risk and High-Risk projects see Table The decisive factor in this determination is the scale and complexity of the project Architecture General In areas served by a Metropolitan Planning Organization (MPO), the MPO needs to identify potential transit and highway ITS projects to the ODOT District when reviewing local programs for inclusion in the Transportation Infrastructure Plan TIP. In areas not served by an MPO, the ODOT Local Project Administrator (LPA) needs to perform this identifying function. It shall be the responsibility of the ODOT District to determine if a project is an ITS project, and if so, to identify it as an Exempt, Low-Risk or High-Risk. ITS Project. If the determination of whether a project is ITS or non-its, or whether a project is an Exempt, Low- Risk or High-Risk.ITS Project is not obvious, the project shall be discussed with the Office of Traffic Operations to make a determination. The District will notify the MPO and the project sponsor of the determination in writing. An ITS Project will require a more comprehensive effort that analyzes several options for each type of technology selected, since these types of projects tend to be multifaceted. Generally, there are several elements that need to be evaluated and more options are analyzed in an ITS Project. If a consultant is used for an ITS Project, these procedures should be included in the consultant s Scope of Work Architecture Conformity To ensure conformity with 23 CFR 940, several requirements must be met. The rule stipulates that conformance with the National ITS Architecture is interpreted to mean the use of the National ITS Architecture to develop a Regional ITS Architecture, and the subsequent adherence of all ITS projects to that Regional ITS Architecture. According to 23 CFR 940.3, a Regional ITS Architecture is a regional framework for ensuring institutional agreement and technical integration for the implementation of ITS projects or groups of projects. It documents data flows and subsystems, roles and responsibilities, operating agreements, and ITS Standards to be used for a particular region. In Ohio, Regional ITS Architectures generally encompass an MPO area. A Statewide ITS Architecture is a form of a Regional ITS Architecture. Ohio is currently developing a statewide ITS architecture. See Table for a listing of Regional ITS Architectures in Ohio Project Level ITS Architecture A Project Level ITS Architecture, according to 23 CFR is a framework that identifies the institutional agreement and technical integration necessary to interface an ITS project with other ITS projects and systems. The Project Level ITS Architecture indicates the data flows and subsystems that the project will implement. To achieve the significant benefits derived from the documentation, a Project Level ITS Architecture needs to be developed for all ITS Projects. For further information, refer to Subsection , Systems Engineering Analysis Documentation If a Regional ITS Architecture Exists If an ITS project falls within the boundaries of a Regional ITS Architecture (see Table ) the Project Level ITS Architecture should be developed as follows: Revised July 17, 2015 October 23,

276 1300 ITS Traffic Engineering Manual 1. If the project functions exist in the Regional ITS Architecture: Copy the appropriate pages from the Regional ITS Architecture and use a highlighter to highlight the data flows that will be implemented by the project. This highlighting will satisfy the requirements for a Project Level ITS Architecture. 2. If some project functions do not exist in the Regional Architecture: The Project Level ITS Architecture must supplement the Regional ITS Architecture with any missing data flows. Copy the appropriate pages from the Regional ITS Architecture and use a highlighter to highlight the existing data flows that will be implemented by the project and add the additional data flows that will be implemented. The MPO maintaining the Regional ITS Architecture also needs to be notified of the changes, for purposes of updating the Regional ITS Architecture. 3. If none of the project functions exist in the Regional ITS Architecture: A Project Level ITS Architecture shall be created, using as a base the Regional ITS Architecture and the National ITS Architecture. The MPO maintaining the Regional ITS Architecture shall be notified of the changes, for purposes of updating the Regional ITS Architecture. The final design of all ITS projects shall accommodate the interface requirements and information exchanges as specified in the Regional ITS Architecture. If the final design of the ITS project is inconsistent with the Regional ITS Architecture, then the discrepancies shall be reconciled and the Regional ITS Architecture or the project shall be modified as appropriate If a Regional ITS Architecture Does Not Exist In the future, when a statewide ITS architecture is available (see Section ) if an ITS project falls in an area not covered by the boundaries of a Regional ITS architecture (see Table ), the statewide provisions will apply. Currently, if an ITS project falls in an area not covered by the boundaries of a Regional ITS Architecture, a few additional procedures will be required in the development of the Project Level ITS Architecture. First, determine if the ITS project should be added to an existing Regional ITS Architecture. The decision should be based upon geographic, stakeholder, and system function considerations. If the new ITS project will not be added to an existing Regional ITS Architecture, then Project Level ITS Architecture will need to be created using the National ITS Architecture as a basis. If this is the first ITS project in the area, the timeframe for developing a Regional ITS Architecture begins, and the Region will have four years from the date that the project advances to final design to create a Regional ITS Architecture that is Ready for Use. Final design is defined as entry to Stage 3 Design at the appropriate step of the PDP. For subsequent projects in the Region, until the four years have passed or the Regional ITS Architecture is developed, whichever is earlier, Project Level ITS Architecture shall use the National ITS Architecture as a basis. For Federal funds to be considered once the four years have passed, the Regional ITS Architecture must be completed for ITS projects to be authorized for construction Systems Engineering Analysis (SEA) General In Ohio, all ITS projects shall be based on a Systems Engineering Analysis (SEA). This is a process or a structured approach which can control costs, lead to reduced risks, maintain the project schedule, satisfy user needs, and meet the requirements of ODOT and the Federal 13-6 October 23, 2002 (July 17, 2015)

277 1300 ITS Traffic Engineering Manual regulation. The SEA effort will vary based on the level of risk associated with the ITS project. ITS Projects are classified into three types: Exempt, Low-Risk and High-Risk. Exempt ITS Projects do not require Systems Engineering Analysis documentation, nor any ITS-specific approval action, as long as they only affect one maintaining agency. Exempt ITS projects affecting multiple agencies are also considered exempt if there is an Operations and Management Agreement between the affected agencies that details the procedures and resources necessary for the operations and management of the system. Projects affecting multiple agencies without such an agreement are considered High-Risk and require a projectspecific Systems Engineering Analysis be completed and approved. See Table for projects that classify as Exempt ITS Projects. Low-Risk ITS projects shall utilize a Systems Engineering Review Form (SERF) to assess the level of risk and confirm that it is indeed low risk. If all of the questions on the SERF are answered in the affirmative, i.e. Yes, then the project can be considered Low-Risk. The SERF will also document that the project is in conformance with the Functional Requirements document for that particular project category and the Systems Engineering Analysis requirements of 23 CFR See Table for projects that classify as Low-Risk ITS Projects. See Section for information on completing a Systems Engineering Review Form (SERF) for these projects. High-Risk ITS projects require a project-specific Systems Engineering Analysis be completed and approved. These types of projects typically involve new or unproven technology, multiple maintaining agencies and/or new hardware, software or interfaces. See Table for projects that classify as High-Risk ITS Projects. For High-Risk ITS projects, an SEA will provide: a description of the scope of the ITS project (the general location, conceptual alternative, and logical termini or service area of the proposed project); a concept of operations that identifies the roles and responsibilities of participating agencies and stakeholders in the operation and implementation of the ITS project; functional requirements of the ITS project; interface requirements and information exchanges between the ITS project and other planned and existing systems and subsystems; and identification of applicable ITS standards. The scale of the analysis should be commensurate with the project scope of the ITS portion of the project. In Ohio, the full SEA is comprised of twelve Items to be addressed, which further describe these elements. The twelve items are elaborated in Subsection , Systems Engineering Analysis Documentation. ITS projects are required to follow the Project Development Process (PDP), see TEM Figure The various SEA documents (see Subsections and ) are to be developed and submitted at the appropriate point in the project. For Design-Build projects, reference the Office of Traffic Operations in the Plan Notes with the following contact information: Office of Traffic Operations Phone: Fax: cen.its.lab@dot.state.oh.us Revised July 17, 2015 October 23,

278 1300 ITS Traffic Engineering Manual Systems Engineering Analysis Documentation All submissions required by the PDP (see Sections and L&D Manual Volume 1) shall be required for ITS projects. A Project Level ITS Architecture and a Systems Engineering Analysis (SEA) are required for any High-Risk ITS project. The documentation is expected to be commensurate with the scope of the ITS work. Both the Project Level ITS Architecture and the SEA must be completed and approved prior to authorization of construction funding. For examples of how to address SEA Items 1-12 for some projects, refer to Form For clarity, page breaks should be inserted between each of the twelve items. The SEA will consist of providing items 1 through 12, listed below: SEA Item #1 - Define the scope of work for the project (the general location, conceptual alternative, and logical termini or service area of the proposed project). Scoping shall also include inter-agency coordination and possible effects on neighboring jurisdictions. Define the scope of work for the overall project and the ITS components (the general location, conceptual alternative, level of development and logical termini or service area of the proposed project) Scoping shall also include inter-agency coordination and possible effects on neighboring jurisdictions. Include the PID, location, project description from ELLIS or other sources, description of the ITS work, and the project background (summary of purpose and need). Be as descriptive as possible and briefly address any proprietary equipment/software requirements. SEA Item #2 - Identify portions of the Regional ITS Architecture being implemented. Identify portions of the Regional ITS Architecture being implemented or, if a Regional ITS Architecture does not exist, the applicable portions of the National ITS Architecture. Include identification of the ITS User Services which will apply to the project and a graphic from the Regional ITS Architecture illustrating the data flows that will be incorporated. Inclusion of SEA Item #2 will satisfy the Project Level ITS Architecture requirements. The use of the FHWA software product TurboArchitecture is highly recommended. This software can be downloaded free of charge from the FHWA. If no Regional ITS Architecture exists for the project area, contact the ODOT Office of Traffic Operations (OTO). SEA Item #3 - Provide a list of all stakeholders, including the roles and responsibilities of each and the Operational Concept and Concept of Operations. Provide a list of stakeholders that have a direct role in the project. Provide an Operational Concept. The Operational Concept is a high level description of the roles and responsibilities of the primary stakeholders and the systems they operate. Provide a Concept of Operations. The Concept of Operations is a more detailed description of how the system will be used. It should discuss what the project is to accomplish, including identifying stakeholder needs and resources that stakeholders can provide. It is nontechnical and provides a bridge between the needs motivating the project and the specific technical requirements. The greater the expected impact on operations, the more detailed explanation will be required. For complex projects, operational scenarios may be necessary to illustrate the operations. SEA Item #4 - Define the functional requirements of the project October 23, 2002 Revised July 17, 2015

279 1300 ITS Traffic Engineering Manual The functional requirements of the project describe how the project will be built and operated and typically are based upon the ITS Market Packages. High level functional requirements should be listed and can further be used to develop specific contract specifications language. Provide interface/communication requirements for all stakeholders in the project. This includes the existing systems already deployed in the region. Functional requirements are statements of the capabilities that a system must have ( functions ), geared to addressing the business needs that a system must satisfy. Business needs are the objectives for which the system is built. These functional requirements will be traced through the life of the project. A key aspect of the functional requirements is that they address what a system must do, but does not address how the system should accomplish the what. In other words, a functional requirement should not go into the details of how to implement the function. For more information on functional requirements, see the USDOT publication Developing Functional Requirements for ITS Projects which is available on the FHWA website. SEA Item #5 - Provide analysis of alternative system configurations and technology options to meet requirements, including rationale for technology selection. Describe the basis of the project scope and how it was developed. Identify any proprietary items and explain the necessity and rationale for these items. Show the link between the system design concept and the operations and maintenance of the constructed project. SEA Item #6 - Provide analysis of procurement methods considered including rationale for selected option. Describe possible procurement methods for the design, construction, and operations/ maintenance (as applicable) of the project and why the preferred method was selected. In some cases, the procurement methods may be determined by State law. SEA Item #7 - Identify the existing ITS Standards that will be used in the project. An explanation is required for not using the applicable Standards. ITS Standards are available on-line from the FHWA website. List all ITS Standards which may be applicable to the project, indicate if the Standard is to be used in the project, and if not used, provide an explanation of why they are not being used. SEA Item #8 - Identify the testing procedures to verify compliance with the standards as well as the requirement for interoperability. The testing procedures verify the individual elements of the project comply with the project specifications. The specifications are based upon the high level functional requirements identified in SEA Item #4. For some projects, the testing procedures may be provided by a product vendor. Project submittal cut sheets, laboratory reports and precertification may be substituted for some field testing. Devices on a Qualified Providers List (QPL) do not need to be tested. Other devices or additional functionality will be included on the traceability matrix for field testing. SEA Item #9 - Provide a traceability matrix for documenting compliance with the above. Provide a traceability matrix for documenting compliance of the testing procedures. The traceability matrix provides a mechanism for ensuring that each functional requirement is tested and that each item to be tested has been addressed in the specifications. Revised July 17, 2015 October 23,

280 1300 ITS Traffic Engineering Manual A sample traceability matrix applicable to an emergency vehicle preemption project is shown as part of Form and is available on the OTO Forms web page. The form may be modified as necessary. The traceability matrix will be included in the contract documents for use during construction. The completed traceability matrix will include the results of the test and any necessary work to address failures during the test and will be included in the project construction records. SEA Item #10 - Provide change management control. Provide a description of the change management control. Describe what changes were made during project development, how changes were accommodated, and how change orders will be processed and managed during construction, including identifying necessary approvals. In many cases standard procedures used by the agency will incorporate many of these items. This item requires documentation of changes in design, construction, and operations. SEA Item #11 - Provide a Maintenance Plan and a funding analysis for the maintenance, operation and funding of the system after completion. This includes an analysis of cost, personnel, and anything further required to maintain and operate. Provide a Maintenance Plan and a funding analysis for the maintenance and operation of the system after completion. This includes an analysis of cost, personnel, software, utilities and anything further required to maintain and operate the system, typically on an annual basis. Examples of this item are available on the OTO website. SEA Item #12 - Provide documentation for revising the Regional ITS Architecture. Provide documentation for revising the Regional ITS Architecture after project construction. Contact the appropriate MPO for preferred or required formats for submitting this information Additional Requirements The Programmatic Agreement for ITS Systems Engineering Analysis and the Ohio Federal-Aid Highway Program Stewardship and Oversight Agreement between ODOT and FHWA establishes FHWA involvement on ITS projects. It is anticipated that the SEA documentation will be prepared by the local agency or its consultant, for submission to the appropriate ODOT District, to be forwarded on to OTO. For ODOT projects, it is anticipated that the documentation will be prepared by the ODOT District for submittal to OTO. Local agencies shall submit all appropriate documents to the appropriate ODOT District for review and approval per the existing project administration procedures. OTO will then coordinate with and forward submittals to FHWA per the Federal-aid Highway Program Stewardship and Oversight Agreement. In addition, when the project is covered by a Regional ITS Architecture, the as-built Project Level ITS Architecture with any modifications noted, shall be submitted by the local agency to the appropriate MPO for updating the Regional ITS Architecture. Contact OTO for preferred documentation formats. Forms and provide sample documents that can be used, including a simplified form for Emergency Vehicle Preemption projects. These forms are available on the OTO Forms web page. The forms may be modified as necessary. For signalized intersections within about 200 feet of a October 23, 2002 Revised July 17, 2015

281 1300 ITS Traffic Engineering Manual highway rail intersection, additional work may be needed. A simplified form for Railroad Preemption projects is available from the OTO upon request. Project documentation shall be retained by the District in their project files. For Low-Risk ITS Projects, a copy of the completed SERF shall be kept in the project files. For Low-Risk or Exempt Projects that affect multiple agencies, a copy of the Operations and Management Agreement shall be kept in the project files. For High-Risk ITS Projects, a project-specific Systems Engineering Analysis shall be kept in the project files. ODOT shall designate the ITS applicability of every Federal-aid project on its web-based application for project management (currently Ellis). See Section for Ellis requirements. If any uncertainty exists regarding design requirements, standards or forms, or other ITS requirements, the project sponsor should contact the District Ellis Requirements for ITS Projects ITS projects shall utilize one of the two following Ellis Project Report Codes as appropriate to document progress toward completion of the required CFR 940 documentation. The report codes should be created and updated throughout the project beginning at the time the project is scoped. During PS&E approval of a project, Ellis will be referenced to determine if documentation is required. If an ITS project does not have the proper documentation, authorization for funding of the project could be delayed at PS&E. Ellis Report Codes: CFR 940 Exempt ITS Project CFR 940 Low-Risk ITS Project CFR 940 High-Risk ITS Project N/A Revised July 17, 2015 October 23,

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283 1300 ITS Traffic Engineering Manual 1303 FREEWAY MANAGEMENT SYSTEMS ON ODOT-MAINTAINED HWYS General A primary goal of the Freeway Management System (FMS) is to provide reliable and timely travel information. This shall be achieved through the provision of route and segment-based travel times. Valid travel times are to be provided in real time, providing easily accessible information about delays. Information dissemination will be accomplished using a variety of methods including: OHGO.com Dynamic Message Signs (DMS) Highway Advisory Radio (HAR) Ohio 511 telephone number Radio and television broadcasts (private-sector leveraging FMS information) It is the intended that ODOT s statewide FMS deployment will provide full coverage of six of the metropolitan areas with full instrumentation and communication to a central Traffic Management Center (TMC), in accordance with the Regional Architecture prepared by the MPO in cooperation with ODOT and FHWA. The Regional Architectures are defined in the Detailed Project Plans, prepared under the direction of these same agencies. See Chapter 1343 for information about the related C&MS sections and Supplemental Specifications. The information provided herein is intended to provide designers all necessary details needed to develop a thorough plan for the ITS infrastructure Traffic Management Center (TMC) The ODOT s Statewide Traffic Management Center (TMC) operates traffic management and traveler information systems on Ohio s Interstates, other freeways, expressways and state highways. The mission of the TMC is to increase transportation safety, reduce congestion, and increase efficiency on Ohio s state highways. Housed in ODOT s Central Office building, the TMC monitors traffic in each of the State s major metropolitan areas including Akron/Canton, Cincinnati, Cleveland, Columbus, Dayton/Springfield, and Toledo. TMC operators can control cameras and post traveler information messages to ODOT s Dynamic Message Signs, Highway Advisory Radios, and to the OHGO website. The TMC operators can also act as liaisons between the Freeways Service Patrol and various other public agencies that respond to the scenes of vehicle incidents Closed Circuit Television (CCTV) CCTV cameras provide an opportunity for congestion and incident management verification. FMS areas function very efficiently with the use of CCTV cameras. They provide views of the highway system that can only be otherwise obtained by first hand viewers and provide a great amount of information to Traffic Management Center (TMC) operators. CCTV camera placement is expected to be at approximately 1-mile spacing to provide full coverage of the freeways. Cameras are usually located at interchanges which afford an opportunity to view not only the freeway mainline, but the ramps and cross routes as well. The viewing angle of the camera shall give preference to the freeway mainline with arterial coverage included to the extent possible. Each CCTV camera should be oriented so that minimal roadway is occluded. OTO prefers that a section in the middle of a ramp be chosen as the occluded area. All CCTV cameras installed for use in the FMS shall be of the pan-tilt-zoom type. General area CCTV cameras shall be of the dome-type. CCTV cameras used in tunnels, trenches, or other areas where the cameras may have a high probability of being succumbed to moisture-spray Revised July 17, 2015 October 23,

284 1300 ITS Traffic Engineering Manual from vehicles shall be tunnel/wall-mount cameras and/or thermal imaging cameras. Both of these cameras are referenced in the ODOT 809 Supplemental Specification. The CCTV cameras are also in demand for use by local jurisdictions and other agencies, the media, and the public (via the internet). The central video control system is designed to accommodate external feeds of camera images. In cases where a non-internet connection is used to access video feeds from the TMC, external users of the video will be required to sign a CCTV License Agreement. There shall be no fee for use of ODOT FMS video although the users must arrange for their own communication pathway to the TMC video server. Information about operation of the CCTV cameras by TMC personnel, as well as remote access by authorized users, will be available from OTO. This will include general rules for routine use of the cameras such as limitations on zoom functions during incidents and scenes involving solely private property. When CCTV cameras are being manipulated or are zoomed in to assist with an incident, the video signal from the server is generally blocked. It may be necessary to disable the video feed manually, or it may be an automatic software function, depending on the FMS software version. Generally, CCTV camera images will be recorded for a period of three days and then automatically overwritten. When designing a CCTV site, the designer shall take note of the layout of the surrounding area and make sure that the camera location has the following attributes: 1. CCTV will have good view of all roadways. CCTVs placed at curvatures in the road should be placed on the outside of curves so that both directions can be seen. 2. CCTVs located in interchanges should be centrally located so that both on ramps can be viewed. This will provide monitoring for future ramp metering. 3. CCTVs should be located on relatively flat ground for ease of work pad installation and site maintenance. If site conditions present at condition where flat ground is not accessible a sloped work pad should be installed. Details on the sloped work pad can be obtained from OTO. 4. CCTVs should be located in areas that provide adequate access for ITS maintenance operations. These locations shall provide a minimum of 250 feet of 12-foot wide shoulder to be utilized for deceleration and acceleration. In addition, all efforts shall be made to locate the cabinet and CCTV within 35 feet of maintenance vehicle accessible area. 5. Device locations shall be designed so that maintenance personnel do not have to cross ditches or streams, as these areas fill up with water during parts of the year and present a hindrance to ITS maintenance operations. The designer shall utilize Table to design CCTV sites using the appropriate pay items, and including the appropriate Traffic Standard Construction Drawings (SCDs) and Supplemental Specifications on the plan cover sheet. The following is a more descriptive listing of the information provided in the table: 1. The appropriate CCTV Camera shall be chosen. a. For most installations along the freeway the 809E60000 CCTV IP-Camera System, Dome-Type shall be utilized. b. For installations where the camera is to be located inside a tunnel and/or wall-mounted the 809E60010, CCTV IP-Camera System, Type HD, Wall/Tunnel shall be utilized. This type of camera allows for dirt to be removed from the lens more easily and also tends to be less maintenance extensive in this type of installation. 2. The appropriate CCTV pole height shall be chosen. a. The standard installation requires the use of 70 foot concrete poles, utilizing pay item 809E61000, CCTV Concrete Pole with Lowering Unit, 70 FT October 23, 2002 Revised July 17, 2015

285 1300 ITS Traffic Engineering Manual b. The use of 50 feet poles is not allowed unless directed by OTO. During the review process, OTO will review the plans and if necessary, may advise the designer to utilize item 809E61010, CCTV Concrete Pole with Lowering Unit, 50 FT in some locations. 3. The appropriate ITS cabinet type shall be chosen. a. The standard installation requires the use of ground-mounted cabinets, utilizing pay item 809E65000, ITS Cabinet Ground Mounted. b. The use of ITS Cabinet Pole Mounted is not allowed unless directed by OTO. 4. Appropriate grounding and power services shall be designed. a. For instances where one power service is providing power to multiple cabinets, item 809E65020, ITS Cabinet Power Distribution Cabinet shall be utilized. This cabinet houses a load center with separate breakers for each cabinet and is also capable of housing smaller wall mount power transformers. Also see Plan Note (TEM Section ) Communication FMS communication systems are critical to successful operation. ODOT has determined that the most effective (high-level) system requirement for FMS communications is to mimic the ODOT network. Therefore, field device communications shall use Ethernet and other devices compatible with equipment routinely used by ODOT. The FMS network shall be separate from the ODOT network although there will be connectivity between the two systems. ODOT network interoperability is coordinated with the Network Operations Center of the ODOT Division of Information Technology (DoIT). Fiber optic cable is the medium of choice although many last-mile and point-to-point applications require wireless or other forms of wire-line communications (e.g. T-1, POTS, Coax, CDMA). Communications redundancy in the field is desired and shall be designed accordingly. Redundancy in some areas will be limited until additional funding is available or new techniques are developed. TMC operational redundancy shall be provided via backup Buckeye Traffic Servers. To facilitate standardized communication protocols, NTCIP-compliant devices will be used when possible. Field device communication represents a significant cost in the design, deployment and operation of an FMS. ODOT systems will use a hybrid of Ethernet-based fiber optic and wireless communications to maximize bandwidth for the least cost to support the field infrastructure. Connectivity is desired for remote operations and pushing video and data to a number of external users/agencies. The central software system shall be designed to provide flexibility in the provision of access by others outside the TMC and the FMS/ODOT networks. An internet connection to the FMS network will be the most effective means of providing access to the system. When designing plans that include fiber optic cable as a communication method, figures shall be included to show how the fiber optic cable is to be terminated / spliced at each location. These figures include one figure per field cabinet (e.g., Figure : Node Cabinet Assembly), one figure per splice enclosure (e.g., Figure : Underground Splice Enclosure), and one figure showing a high-level splicing scheme for the entire project (e.g., Figure : Fiber Backbone Splice Chart), and a high-level device communication plan for the entire project (e.g., Figure : ITS Device Communication Diagram). When designing projects for current or future ITS deployments, the designer shall incorporate infrastructure containing conduit and fiber optic cable. While it may not always be possible or feasible to install fiber optic cable with projects, all effort should be made to include conduit infrastructure so that fiber optic cable can be installed with minimal effort in the future. The following parameters shall be followed when installing communications infrastructure. Revised July 17, 2015 October 23,

286 1300 ITS Traffic Engineering Manual 1. All median wall construction shall include two 4-inch multi-cell Schedule 40 conduits. Median wall pull boxes shall be installed at a maximum of 1000 feet apart and on each side of bridge structures. Refer to Plan Note (TEM Section ) for median junction box notes. Contact the Office of Traffic Operations for Typical Plan Drawings to be included in the plans. 2. Lateral crossings out of medians (barriers and grass) shall be installed at a maximum of every 4500 feet and at all interchanges for future and existing device communications, as well as slack storage locations. The lateral crossing shall include two 4-inch multi-cell Schedule 80 conduits. A 32-inch pull box shall be installed in the shoulder of each lateral crossing. Contact the Office of Traffic Operations for Typical Plan Drawings to be included in the plans. 3. Conduit infrastructure buried in earth shall contain two 4-inch multi-cell conduits, and 32-inch pull boxes with maximum spacing of 500 to 750 feet (see Traffic SCDs ITS and 14.11). 4. For multi-cell conduit refer to Plan Note (TEM Section ). 5. All newly installed buried conduit shall contain tracer wire. If conduit is for future fiber optic cable, 20 feet of slack in each direction should be left in each pull box. This will allow for tracer wire to be run inside of fiber optic cable markers to be installed when fiber is installed. For tracer wire specifications, refer to Plan Note (TEM Section ) to be included in plans. 6. Fiber optic cable markers shall be used whenever fiber optic cable is installed. Refer to Plan Note (TEM Section ) for specification to be included in plans. 7. Device locations shall be designed so that maintenance personnel do not have to cross ditches or streams, as these areas fill up with water during parts of the year and present a hindrance to ITS maintenance operations. The following list outlines additional requirements: 1. For fiber optic design, the general rule of thumb is that any fiber cable having 48 strands or less should be routed through the cabinets and all splicing shall be performed in the cabinets. No splicing on this cable shall be performed in splice enclosures. 2. All fiber optic cables having more than 48 strands shall be spliced in pull boxes closest to the cabinet locations and drop cable shall be utilized to connect to the cabinet. The general practice is to use drop cable to connect to one buffer tube in each direction of the trunk cable and terminate the drop cable into the cabinet. 3. Locations identified as Node sites by the Office of Traffic Operations (OTO) during review will generally have more than one buffer tube terminated at them. The designer will be directed by OTO as to which fibers will terminate at which cabinets during review Dynamic Message Signs (DMSs) Dynamic Message Signs (DMSs) are a key component to an effective FMS. The installation of DMSs can help to reduce traffic congestion during incidents and will help to provide travelers with real time traffic information. DMSs shall be installed at strategic locations on urban freeways to advise drivers of incidents and warn of congestion or stopped traffic. Generally, no alternate route will be specified, although the messages on the signs may suggest the use of alternate routes. When no particular incidents are worthy of mention, the default message, with travel time through key segments of the urbanized area, shall be displayed. Messages for DMSs shall be chosen from a DMS message library unless a different message is truly needed. If a different message is needed it shall be created by the appropriate party. When resources limit full deployment of DMSs in accordance with Detailed Project Plans and FMS design guidelines, first priority will be given to sites on routes inbound to a October 23, 2002 Revised July 17, 2015

287 1300 ITS Traffic Engineering Manual central business district, deferring outbound DMSs to subsequent phases. The design plans must be in accordance with the Detailed Project Plan. When designing a DMS site, the designer shall take note of the layout of the surrounding area and make sure that the DMS location has the following attributes: 1. DMS shall be located at points in the roadway that allow for motorists to view the sign at the greatest distance away. Most DMS have a viewing distance of approximately 1,100 feet. DMS should be located in an area that provides a straight roadway for that distance. 2. DMS cabinets should be located on relatively flat ground for ease of work pad installation and site maintenance. If site conditions present a condition where flat ground is not accessible, a sloped work pad should be installed. Details on the sloped work pad can be obtained from OTO. 3. DMS should be located in areas that provide adequate access for ITS maintenance operations. These locations shall provide a minimum of 250 feet of 12-foot wide shoulder to be utilized for deceleration and acceleration. In addition, all efforts shall be made to locate the cabinet and DMS within 35 feet of maintenance vehicle accessible area. 4. Device locations shall be designed so that maintenance personnel do not have to cross ditches or streams, as these areas fill up with water during parts of the year and present a hindrance to ITS maintenance operations. 5. All DMS require 120/240 VAC power service and typically require up to 90 amps by the manufacturer. The designer shall utilize Table to design DMS sites using the appropriate pay items, and including the appropriate standard drawings and Supplemental Specifications on the plan cover sheet. Table provides similar information for Destination DMS (DDMS) installations. The following list outlines additional requirements: 1. The appropriate DMS Type shall be chosen. b. For most installations along the freeway the 809E63000, DMS Full-Size Walk-In shall be utilized. c. For Queue Warning System installations, the standard installation requires a smaller sign than typically used for freeway DMS. The appropriate sign pay item is 809E63001, DMS Front Access. 2. The appropriate mount type shall be chosen. a. Truss Mount is typically chosen when the roadway is more than 3 lanes in the direction of the DMS and the placement of the DMS is needed over the inside lanes. This mount is also used when little to no shoulder is available for the placement of a pedestal mount sign. The truss will need to be sized accordingly for the location. i. The related pay item for the catwalk is 630E70051, Catwalk, DMS Truss, As Per Plan and Plan Note (TEM Section ). ii. The DMS Truss pay items are 630E70001, 630E70021, 630E70041 for the various lengths of trusses. iii. Truss foundation pay items are 630E70070, Concrete Barrier Median Overhead Sign Support Foundation, DMS Truss and 630E70080, Overhead Sign Support Foundation, DMS Truss. b. Pedestal mounted signs are generally used more often and are usually less expensive and affect traffic less when installation is being performed. i. The related pay item for the catwalk is 630E70061, Catwalk, DMS Pedestal, As Per Plan. ii. The DMS pedestal pay item is 630E70045, Overhead Sign Support, DMS Pedestal, As Per Plan. Revised July 17, 2015 October 23,

288 1300 ITS Traffic Engineering Manual iii. The pay item for the foundation is 630E84511, Rigid Overhead Sign Support Foundation, As Per Plan. Plans should also include Plan Note (TEM Section ). 3. The appropriate ITS cabinet type shall be chosen. a. The standard installation requires the use of ground-mounted cabinets, utilizing pay item 809E65000, ITS Cabinet Ground Mounted. b. The use of ITS Cabinet Pole Mounted is not allowed unless directed by OTO. 4. Appropriate grounding and power services shall be designed. a. For instances where one power service is providing power to multiple cabinets, item 809E65020, ITS Cabinet Power Distribution Cabinet shall be utilized. This cabinet houses a load center with separate breakers for each cabinet and is also capable of housing smaller wall mount power transformers. Also see Plan Note (TEM Section ) Vehicle Detection or SFRD For an FMS, the conventional form of vehicle detection is side-fired radar detector (SFRD) with algorithms which manipulate the detector to develop speed, volume and occupancy or density. This data can be used for both the calculation of travel times and incident identification. In many states, the use of fixed-point detection for incident detection has proved to be costly and ineffective. Various types of detectors have been implemented with varying degrees of success. Numerous installations are likely to use other technologies such as video image detection, and acoustic detection for acquiring traffic flow information. The current practice for obtaining traveltime information is through the use of Doppler radar along urban Interstate and Interstate lookalike routes as well as cellular phone GPS data for all other types of routes. Various technologies are available to provide travel times. The incidents are verified and travel times can be corroborated using CCTV. The main use of SFRD is for ramp metering. The detectors provide traffic data to both the local ramp meter and central software, and allow for dynamic ramp metering along corridors and localized traffic-responsive ramp metering at spot locations. When designing a SFRD site, the designer shall take note of the layout of the surrounding area and make sure that the SFRD location has the following attributes: 1. SFRDs are typically located 500 feet or more downstream of the merge point on new ramp meter installations. 2. SFRDs are typically located near existing or proposed ITS cabinets with network communications. 3. SFRDs should be located in areas that provide adequate access for ITS maintenance operations. These locations shall provide a minimum of 250 feet of 12-foot wide shoulder to be utilized for deceleration and acceleration. In addition, all efforts shall be made to locate the cabinet and SFRD within 35 feet of maintenance vehicle accessible area. 4. Device locations shall be designed so that maintenance personnel do not have to cross ditches or streams, as these areas fill up with water during parts of the year and present a hindrance to ITS maintenance operations. The designer shall use Table to design SFRD sites using the appropriate pay items, and including the appropriate standard drawings and Supplemental Specifications on the plan cover sheet. The following list outlines additional requirements: 1. The appropriate SFRD Type shall be included. a. For all installations, pay item 809E68900, Side-Fired Radar Detector shall be included in the plans October 23, 2002 Revised July 17, 2015

289 1300 ITS Traffic Engineering Manual 2. The appropriate mount type shall be chosen. a. Typically SFRD s are mounted to steel poles with break-away bases. b. The proper pay items are 625E10491, Light Pole, Conventional, Each, As Per Plan and 625E14501, Light Pole Foundation, As Per Plan. 3. The appropriate ITS cabinet type shall be chosen. a. The standard installation requires the use of ground-mounted cabinets, utilizing pay item 809E65000, ITS Cabinet Ground Mounted. b. The use of ITS Cabinet Pole Mounted is not allowed unless directed by OTO. 4. Appropriate grounding and power services shall be designed. a. For instances where one power service is providing power to multiple cabinets, item 809E65020, ITS Cabinet Power Distribution Cabinet shall be utilized. This cabinet houses a load center with separate breakers for each cabinet and is also capable of housing smaller wall-mount power transformers. Also see Plan Note (TEM Section ) Highway Advisory Radio (HAR) Highway Advisory Radio (HAR) is an element to the FMS which, if utilized properly, can provide a great public benefit. The HAR system provides near-real time information on the freeway system during operational hours. When systems are unattended, other valuable traveler information will be broadcast such as construction activities on-going or special events that may impact traffic. It is essential that the HAR is reliable 24/7 and provides accurate, timely information. Similar to DMS system, when no particular incident or congestion-related information is applicable, the HAR will provide an accurate and timely announcement of that fact. The HAR shall be automated so that when travel times increase a pre-determined amount for a particular section of roadway, the HAR will provide travel-time information for that particular section of roadway only. When designing an HAR site, the designer shall take note of the layout of the surrounding area and make sure that the HAR location has the following attributes: 1. HAR are typically located at major interchanges and/or in areas that can be identified as separate quadrants of a major urban area. 2. HAR should be located in areas that provide adequate access for ITS maintenance operations. These locations shall provide a minimum of 250 feet of 12-foot wide shoulder to be utilized for deceleration and acceleration. In addition, all efforts shall be made to locate the cabinet and HAR within 35 feet of maintenance vehicle accessible area. 3. Device locations shall be designed so that maintenance personnel do not have to cross ditches or streams, as these areas fill up with water during parts of the year and present a hindrance to ITS maintenance operations. 4. HAR Flashing Beacons are located on major routes around each HAR Transmitter Site. The purpose of a flashing beacon site is to provide the AM frequency for motorists to tune to for traffic information and to provide a method of alerting motorists of important traffic messages through the use of flashing LED beacons. The designer shall use Table to design HAR sites using the appropriate pay items, and including the appropriate standard drawings and Supplemental Specifications on the plan cover sheet. The following list outlines additional requirements: 1. The appropriate HAR Type shall be included. a. For all HAR installations, pay item 809E64000, Highway Advisory Radio (HAR) Assembly shall be used. Revised July 17, 2015 October 23,

290 1300 ITS Traffic Engineering Manual b. For all HAR Flashing Beacons. Pay item 809E64010, Highway Advisory Radio (HAR) Flashing Beacon System shall be used. 2. The appropriate ITS cabinet type shall be chosen. a. The standard installation requires the use of ground-mounted cabinets, utilizing pay item 809E65000, ITS Cabinet Ground Mounted. b. The use of ITS Cabinet Pole Mounted is not allowed unless directed by OTO. 3. Appropriate grounding and power services shall be designed. a. For instances where one power service is providing power to multiple cabinets, Item 809E65020, ITS Cabinet Power Distribution Cabinet shall be utilized. This cabinet houses a load center with separate breakers for each cabinet and is also capable of housing smaller wall-mount power transformers. More information on HAR signing is available in Section Also see Plan Note (TEM Section ) Travel Time Travel times are calculated along segments of Ohio roadways using various sources of speed data. These travel times are then displayed on DMS, HAR, 511, and the OHGO website as a means of communicating to the public the expected travel time to and from select destinations. All travel time calculations are generated by the Office of Traffic Operations (OTO) Road Weather Information System (RWIS) A Road Weather Information System (RWIS) is comprised of Environmental Sensor Stations (ESS) in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS. These stations measure atmospheric, pavement and/or water level conditions for flood information. Central RWIS hardware and software are used to process observations from ESS to develop forecasts, and display or disseminate road weather information in a format that can be easily interpreted. RWIS data are used by road operators and maintenance staff to support decision making. There are three types of road weather information: atmospheric data, pavement data and floodwater level data. Atmospheric data include air temperature and humidity, visibility distance, wind speed and direction, precipitation type and rate, cloud cover, tornado or waterspout occurrence, lightning, storm cell location and track, as well as air quality. Pavement data include pavement temperature, pavement freezing point, pavement condition (e.g., wet, icy, flooded), pavement chemical concentration, and subsurface conditions (e.g., soil temperature). Water level data include stream, river and lake levels near roads, as well as tide levels (i.e., hurricane storm surge). Transportation managers utilize weather warning systems and websites to disseminate road weather information to travelers in order to influence their decisions. This information allows travelers to make choices about travel mode, departure time, route selection, vehicle type and equipment, and driving behavior. In Ohio, RWIS provides information on current conditions and assists with forecasting for snow, ice control and removal, flooding, etc. Information is available at the OHGO website. RWIS combined with forecasts provides District maintenance staff with the best information for snow and ice control. This information allows Districts to most efficiently allocate resources including snow plows, and salt and brine applications Ramp Metering Ramp Metering is another key FMS component (see OMUTCD Chapter 4H). Its basic function can help to greatly reduce traffic congestion in FMS areas and result in more efficient travel. There are several modes of ramp meter operation, including the following: Corridor-based Traffic-Responsive (using mainline and ramp traffic flow data from upstream October 23, 2002 Revised July 17, 2015

291 1300 ITS Traffic Engineering Manual and downstream stations). Local Traffic-Responsive (activated by mainline congestion or speeds at the ramp location). Pre-timed (Time-of-Day). Manual (locally through controller front display). Downloadable (from the TMC) ramp timing changes. Properly timed and operating ramp meters help the mainline to maintain steady flow, resulting in less mainline rear-end crashes, while adding a few less severe crashes on ramps. Ramp Metering is currently provided in the following metropolitan areas: Columbus Cincinnati District 6 currently operational with new installations underway District 8 currently operational with new installations underway Ramp Metering may be provided in the following metropolitan areas as conditions warrant: Toledo District 2 Akron/Canton District 4 Dayton District 7 Cleveland District 12 Special design considerations are needed for non-standard ramps or ramps with inadequate storage capacities or acceleration lengths. Nonstandard ramps will be metered on a case-by-case basis, although system-wide metering is the intent. Ramp Design Guidelines which provide law enforcement pads are included in the ODOT L&D Manual. In all cases, it will be necessary to provide surveillance of the ramp meters through CCTV cameras or other means to ensure congestion is not aggravated by the metered condition. When designing a Ramp Metering site, the designer shall take note of the layout of the surrounding area and make sure that the Ramp Meter location has the following attributes: 1. Ramp Meters are typically located along major corridors located in major metropolitan areas. 2. Ramp Meters should be located in areas that provide adequate access for ITS maintenance operations. These locations shall provide a minimum of 250 feet of 12-foot wide shoulder to be utilized for deceleration and acceleration. In addition, all efforts shall be made to locate the cabinet within 35 feet of a maintenance vehicle accessible area. Ramp meter cabinets should also be located in areas where the ramp meter signal heads are clearly visible to verify the proper operation of the meter at the Stop Line. 3. Device locations shall be designed so that maintenance personnel do not have to cross ditches or streams, as these areas fill up with water during parts of the year and present a hindrance to ITS maintenance operations. The designer shall use Table to design ramp metering installations using the appropriate pay items, and including the appropriate standard drawings and Supplemental Specifications on the plan cover sheet. The following list outlines additional requirements: 1. The appropriate Ramp Metering items shall be included. a. For all new ramp metering, pay item 809E67000, Ramp Metering System. b. If training is requested, pay item 809E67050, Ramp Metering Training shall be included. 2. The appropriate ITS cabinet type shall be chosen. a. The standard installation requires the use of ground-mounted cabinets, utilizing pay item 809E65000, ITS Cabinet Ramp Meter. b. For instances where one power service is providing power to multiple cabinets, item 809E65020, ITS Cabinet Power Distribution Cabinet shall be utilized. This cabinet Revised July 17, 2015 October 23,

292 1300 ITS Traffic Engineering Manual houses a load center with separate breakers for each cabinet and is also capable of housing smaller wall mount power transformers. Also see Plan Note (TEM Section ) Traffic Incident Management Traffic incident management is addressed in Chapter October 23, 2002 Revised July 17, 2015

293 1300 ITS Traffic Engineering Manual 1340 Design Information General The L&D Manual Volumes 1 and 3 and Chapter 140 provide general background regarding design information for ODOT projects, including the three-stage review process typically used for traffic control plans. Additional design information has been provided in this Chapter, including checklists for Stage 2 and 3 submittals (see Section ). See Chapter 1303 for design information related to specific types of ITS projects; Plan Notes are addressed in Chapter 1342; Chapter 443 provides a listing of related C&MS Items; and Chapter 1395 provides information about the Traffic Operations Handbook and the Traffic Authorized Product (TAP) List. For information about traffic signal design requirements, see TEM Part 4. Designers working on signal design projects should also utilize the files and guidance provided in the Signal Design Reference Packet. See Chapter 495 for additional information regarding the reference packet Stage 1, 2 and 3 Plan Submittals The following information has been provided here as checklists for Stage1, 2 and 3 plan submittals. 1. Stage 1 Plan Requirements: a. Base plan drawn to scale of 1:40 and it shall include roadway base lines in Traffic Surveillance Section. b. Existing ITS infrastructure identified and shown in plans. Existing plan sets can be obtained by either contacting the District Project Manager or by ing Cen.ITS.Lab@dot.state.oh.us. c. Temporary plan for communications infrastructure during construction. d. Project overview map (similar to Figure ), excluding any field devices. 2. Stage 2 Plan Requirements: a. Proposed new locations for ITS devices b. Proposed location and path of new communication lines. Provide new service addresses if applicable. c. Power service locations with coordinated work order and / or service addresses. d. Underground conduit and pull boxes. e. Legend for symbols used. f. Fiber termination drawings, if applicable. See Figures , , and , with proposed field devices, for sample diagrams. g. Right-of-Way lines. h. Standard Construction Drawings on cover sheet. i. Supplemental Specifications on cover sheet. 3. Stage 3 Plan Requirements: a. General Notes. b. Estimated quantities. c. Special details. Revised July 17, 2015 October 23,

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295 1300 ITS Traffic Engineering Manual 1342 PLAN NOTES General 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 item 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. In keeping with 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 CCTV Installations The Contractor shall furnish and install this item according to ODOT Supplemental Specification 809, as well as any Standard Construction Drawings noted on the plans. Designer Note: See Table for additional information Dynamic Message Sign Installations The Contractor shall furnish and install this item according to ODOT Supplemental Specification 809, as well as any Standard Construction Drawings noted on the plans. Designer Note: See Table or Table for additional information Vehicle Detection Installations The Contractor shall furnish and install this item according to ODOT Supplemental Specification 809, as well as any Standard Construction Drawings noted on the plans. Designer Note: See Table for additional information Highway Advisory Radio Installations The Contractor shall furnish and install this item according to ODOT Supplemental Specification 809, and Traffic Standard Construction Drawings ITS Designer Note: See Table for additional information Ramp Metering Installations The Contractor shall furnish and install this item according to ODOT Supplemental Specification 809, as well as any Standard Construction Drawings noted on the plans. Designer Note: See Table for additional information Item 625E25920: Conduit 4" Multi-Cell Schedule 40 & Schedule 80, Description This conduit is intended for the use in underground situations requiring more than one single conduit. This includes the main conduit raceway along the freeway, connection from pull boxes to the road side cabinets and for runs of conduit for multiple purposes, e.g., at ramp meter installations, for loop lead-in cable, signals cable for ramp meter displays, signal cable Revised July 17, 2015 October 23,

296 1300 ITS Traffic Engineering Manual for ramp meter signing flashers & illumination and power. The contractor shall plug all unused cells with conduit caps to assure air and water integrity of each individual innerduct. Materials The traffic surveillance raceway shall consist of a factory-assembled system of four (4) innerducts assembled within a protective outer duct. The innerducts shall be nominal 1.25 inch inside diameter, Type DB pvc per NEMA TC-8 with a bell insertion depth of 1.75 inches minimum. The outer duct shall be nominal 4 inch (inside diameter), Schedule 40 pvc. Carlon type Schedule 40 and 80 or approved equivalent. The coupling shall be designed in a manner to permit easy field assembly. The coupling shall be marked or keyed in a manner to ensure the innerducts are properly aligned, any color codes are continued and the adjoining section is inserted to the proper depth in the bell. All keys and/or markings shall be visible after assembly to allow the inspection of each joint for proper assembly before burial. The sealing system shall be designed to assure air integrity of each individual innerduct and water integrity of the entire system. Where innerduct(s) within a multi-cell duct are to remain empty, one ¼-inch nylon rope shall be installed in each of the open innerducts, the rope will remain to be used for a future cable installation. Also, each innerduct shall be plugged to maintain the air and water integrity. In addition, the outer duct shall be capped to maintain the air and water integrity of the entire system. Installed in trench Installation will be in 30-inch deep trench, except as noted on the plans. All joints will be joined according to the manufacturer s recommendations, in order to provide an air-tight enclosure of the interior ducts and a water-tight enclosure of the outer duct. All multi-cell conduit installed outside of the roadway in trench shall be Schedule 40 unless directed by the ODOT engineer to use Schedule 80 for use in well-traveled vehicular areas. Installed under roadway Installation will be at least 30 inches deep jacked or drilled under pavement, except as noted on the plans. All joints will be joined according to the manufacturer s recommendations, in order to provide an air-tight enclosure of the interior ducts and a water-tight enclosure of the outer duct. All multi-cell conduit installed under the roadway shall be Schedule 80. Method of measurement The conduit will be measured by the amount of conduit in feet furnished and installed of each type Schedule 40 or 80 measured from center-to-center of pull boxes, foundation, etc., and will include all fittings and appurtenances, joints, bends, grounds and concrete encasement where specified. The trench will be measured by the number of feet of trench completed as per C&MS Basis of payment The payment for these items will be made for the accepted liner foot quantities at the contract bid price Tracer Wire Tracer wire shall be installed in one of the multi-cell innerducts in all conduit runs. Tracer wire shall be no smaller than #12 AWG wire. The wire shall be HDPE insulated, orange in color, and constructed of copper clad steel. Approximately 10 feet of slack of the tracer wire shall be left inside the adjacent pull boxes connecting the conduit runs. In situations where a Type 2 fiber optic cable marker is to be installed in conjunction with the tracer wire, the tracer wire shall be run through the marker and connected to terminals at the top of the marker October 23, 2002 Revised July 17, 2015

297 1300 ITS Traffic Engineering Manual Payment for all tracer wire shall be included in the bid item for the fiber optic cable pay item Fiber Optic Cable Marker Fiber optic cable markers shall be installed as directed by the ODOT engineer and/or at every pull box containing fiber optic cable and shall be one of two types: TYPE 1 COTTMARK 511, FRICK FLEXPOST, OR CARSONITE CURV-FLEX MARKER TYPE 2 COTT BIGFINK, FRICK TESTPOST, OR RHINODOME TEST STATION The fiber optic cable markers shall be 6 feet in length and shall be securely placed in the ground at a depth of 2 feet. Care shall be taken during installation not to damage any underground conduit in the vicinity. The Contractor shall use a Type 2 marker when the path of the fiber crosses underneath a roadway and when capable shall place a marker on both sides of the roadway at crossing. The Contractor shall connect tracer wire to terminal at top of Type 2 marker. Type 1 markers shall only be placed on straight fiber runs between pull boxes in the shoulder, and the Contractor shall be limited to the use of Type 1 markers so that a Type 2 marker shall be placed between any two Type 1 markers. Type 1 markers shall not be placed in succession down a fiber path. The markers shall be orange in color and shall have the following information located on the upper portion of the marker in a readable format: WARNING CONTACT OUPS 48 HRS BEFORE DIGGING (NAME OF OWNING AGENCY) FIBER OPTIC CABLE (OWNING AGENCY CONTACT #) Payment for all fiber optic cable markers shall be included in the bid item for the fiber optic cable pay item, DMS & DDMS Support Structures The Contractor shall furnish shop drawings to the Project Engineer for approval. The drawings shall be stamped by a Professional Engineer from the manufacturer. The item shall not be released for construction until approved by the Office of Traffic Operations. Designer Note: See Table and Table for additional information Item 625E29931 Median Junction Box, As Per Plan The Contractor shall supply the median pull box that meets the following specifications: Shall be of type polymer-concrete Size: 17 inches (height) x 30 inches (length) Minimum wall thickness: 0.5 inch Minimum lid thickness: 2 inches ANSI tier 22 rating with a minimum design load of 22,000 pounds Lid shall be marked Traffic. The median junction box shall be secured in the median barrier wall using dowels. (nonshrink grout may be used when necessary). Revised July 17, 2015 October 23,

298 1300 ITS Traffic Engineering Manual Item 632E62810: Interconnect Cable, Misc.: Category 5e Cable, Outdoor Rated General Description The Contractor shall furnish and install a Category 5e outside plant Ethernet cable that meets the following minimum specifications: Footage Markings: Every 3 feet Armor: Helically Applied 12mm Aluminum with inner jacket Conductor Insulation: Polyolefin Jacket: UV and Abrasion Resistant Polyethylene Conductors: 24 AWG solid bare annealed copper Cable Diameter: Maximum 0.35 inches Flooding Compound: Waterproof Gel Minimum Bend Radius: 1.0 Inch Maximum Pulling Force: 25 pounds Shielded Temperature Rating o Installation: -30 to +60 C o Operation: -45 to +80 C Color Code o Pair 1: Blue-White/Blue o Pair 2: Orange-White/Orange o Pair 3: Green-White/Green o Pair 4: Brown-White/Brown The Contractor shall install cable as shown in the plans, or as directed by the Engineer, leaving 10 feet of slack in each pull box. The cable shall be terminate with RJ-45 connectors and wired per TIA/EIA 568-B. Method of Measurement Measurement will be made as follows: ITEM 632E62810: INTERCONNECT CABLE, MISC.: CATEGORY 5E CABLE, OUTDOOR RATED, furnished and installed in place, complete and accepted by the ENGINEER. Basis of Payment The payment for this item will be made for the accepted quantities at the contract unit price. Unit of Payment Feet October 23, 2002 Revised July 17, 2015

299 1300 ITS Traffic Engineering Manual 1343 SPECIFICATIONS ODOT specifications for the furnishing and installation of Intelligent Transportation System (ITS) equipment are contained in the following C&MS sections, Supplemental Specifications and Supplement. Also, see Chapter 443 for information about specifications related to traffic signal equipment. 631 and 731 Sign Lighting and Electrical Signs Supplemental Specifications 804 and 904 address Fiber Optic Cable and Components. All construction projects where installation, relocation, and/or splicing of fiber optic cable is involved need to reference ODOT Supplemental Specifications 804 and 904. Supplemental Specification 809 addresses Intelligent Transportation System (ITS) Devices and Components. All construction projects involving ITS or any item listed in Chapter 1303 needs to reference ODOT Supplemental Specification 809. The 809 Supplemental Specification has a section for each item and describes the work that needs to be performed for each item. The 809 specification also refers the contractors to the Traffic Authorized Product List. Supplement 1077 covers the prequalification procedure for Dynamic Message Signs. The C&MS, Supplemental Specifications and Supplements, may be viewed on-line. Revised July 17, 2015 October 23,

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301 1300 ITS Traffic Engineering Manual 1395 REFERENCE RESOURCES General Various other reference resources that may be useful have been noted in Chapters 193 and Traffic Operations Handbook The Office of Traffic Operations (OTO) has developed a set of material specifications located in the Traffic Operations Handbook. The intent of these specifications is to provide a standard set of specifications that are required for equipment and material manufacturers to meet for inclusion on the Traffic Authorized Product (TAP) list. The specifications in the Traffic Operations Handbook are not intended to be used in construction plans and any specifications that are incorporated into construction plans will be deleted by comment during the plan review process. Any specifications that are not currently located in the C&MS or Supplemental Specifications will be provided by ODOT during the plan review process Traffic Authorized Product (TAP) List The Traffic Authorized Product (TAP) List was developed due to technology changing at a rapid pace and the need to keep the ODOT ITS products up to date. The TAP was developed for the sole use of the contractors and its purpose is to remove any misinterpretation of specifications during the time of construction. References to the TAP should not be included in the plans. Revised July 17, 2015 October 23,

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303 1300 ITS Traffic Engineering Manual 1396 FORMS INDEX The following forms are available only on the Office of Traffic Operations (OTO) website ITS Form As noted in Subsection , Form may be used and modified as necessary for completing the Systems Engineering Analysis ITS Form for Emergency Vehicle Preemption (EVP) As noted in Subsection , Form is an abbreviated Minor ITS Form available for use in documenting the SEA for Emergency Vehicle Preemption projects Systems Engineering Review Form (SERF) As noted in Subsection , Form may be used for a project to gain programmatic approval of meeting the requirements set forth under 23 CFR 940. Revised July 17, 2015 October 23,

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305 1300 ITS Traffic Engineering Manual 1397 TABLES INDEX Exempt, Low-Risk and High-Risk ITS Projects As noted in Subsection , Table presents examples of Exempt, Low-Risk or High-Risk ITS projects ITS User Services Table presents a list of all the ITS User Services available Regional ITS Architecture in Ohio As noted in Subsections , , and , Table presents a list of the locations with MPO s in Ohio, and the MPO websites Closed Circuit Television (CCTV) Installations As noted in Section , Table provides a matrix outlining the process and references needed in designing CCTV pole installations Dynamic Message Sign (DMS) Installations As noted in Section , Table provides a matrix of information needed in designing DMS installations Destination Dynamic Message Sign (DDMS) Installations As noted in Section , Table provides a matrix of information needed in designing DDMS installations Vehicle Detection Installations As noted in Section , Table provides a matrix of information needed in designing vehicle detection installations Highway Advisory Radio (HAR) Installations As noted in Section , Table provides a matrix of information needed in designing HAR installations Ramp Metering Installations As noted in Section Table provides a matrix of information needed in designing ramp metering installations. Revised July 17, 2015 October 23,

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307 1300 ITS Traffic Engineering Manual Table Exempt, Low-Risk and High-Risk ITS Projects (Also see TEM Section ) Exempt Low-Risk High-Risk Changes and/or upgrades to an existing traffic signal system, including signal timing revisions, additional phases (vehicle or pedestrian) or detector installation. Routine maintenance and operation of an existing ITS system. Expansion of an existing traffic signal, ITS or freeway management system (FMS) that does not change or add to the original needs and requirements of the system. This type of project does not change any existing hardware, software or interfaces. It simply adds equipment (DMS, DDMS, HAR, CCTV, RWIS, etc.), software, locations or intersections to an existing system. The new equipment and software must be compatible with the existing. Installation of an isolated traffic signal. This is a single traffic signal, not connected to any type of external signal control, nor likely to be connected in the future due to its isolation. Installation of traffic signals which are part of a Time-Based Coordinated system. Installation of traffic signals which are part of a hardwired or wireless interconnected system that is locally controlled, i.e. where the timing patterns are controlled by the local controller and not by centrally controlled software. Installation of cameras that are not functionally integrated into other types of systems; for example, cameras solely for the purpose of traffic data collection or surveillance cameras. Closed loop arterial traffic signal system. Centrally controlled arterial traffic signal system. Highway Rail/Traffic Signal pre-emption. Traffic signal system with Emergency Vehicle Pre-emption. Traffic signal system with Transit Priority. Ramp Meter system. Adaptive Traffic Signal Control system. New freeway management systems (FMS). Traffic signal systems that requires integration with other systems, e.g. FMS or RWIS. Ramp meter systems that require integration with adjacent traffic signal system(s). Regional traffic signal system (as opposed to an arterial traffic signal system) that as the potential to affect geographic areas outside of the maintaining agency. Regional transit systems. Any Low-Risk project that provides additional functionality than what is covered in the approved Functional Requirements document for that project category. Any project that requires new or unproven hardware, software or interfaces. Any project for which functional requirements and operations & management procedures have not been documented. Any project not considered Exempt or Low-Risk under the Programmatic Agreement. Revised July 17, 2015 October 23,

308 1300 ITS Traffic Engineering Manual Table ITS User Services To find detailed information relating to each of the User Services below, visit and select User Services from the navigation bar at the top of the screen. Travel and Traffic Management 1.1 Pre-trip Travel Information 1.2 En-route Driver Information 1.3 Route Guidance 1.4 Ride Matching And Reservation 1.5 Traveler Services Information 1.6 Traffic Control 1.7 Incident Management 1.8 Travel Demand Management 1.9 Emissions Testing And Mitigation 1.10 Highway Rail Intersection Public Transportation Management 2.1 Public Transportation Management 2.2 En-route Transit Information 2.3 Personalized Public Transit 2.4 Public Travel Security 3.1 Electronic Payment Services Electronic Payment Commercial Vehicle Operations 4.1 Commercial Vehicle Electronic Clearance 4.2 Automated Roadside Safety Inspection 4.3 On-board Safety And Security Monitoring 4.4 Commercial Vehicle Administrative Processes 4.5 Hazardous Material Security And Incident Response 4.6 Freight Mobility Emergency Management 5.1 Emergency Notification And Personal Security 5.2 Emergency Vehicle Management 5.3 Disaster Response And Evacuation October 23, 2002 (July 17, 2015)

309 1300 ITS Traffic Engineering Manual Table ITS User Services (Continued) Advanced Vehicle Safety Systems 6.1 Longitudinal Collision Avoidance 6.2 Lateral Collision Avoidance 6.3 Intersection Collision Avoidance 6.4 Vision Enhancement For Crash Avoidance 6.5 Safety Readiness 6.6 Pre-crash Restraint Deployment 6.7 Automated Vehicle Operation 7.1 Archived Data Information Management 8.1 Maintenance And Construction Operations Maintenance and Construction Management (July 17, 2015) October 23,

310 1300 ITS Traffic Engineering Manual Table Regional ITS Architecture in Ohio (Also see TEM Section ) Akron/Canton Regional ITS Architecture: MPO: AMATS (Akron Metropolitan Area Transportation Study) MPO Website: MPO: SCATS (Stark County Area Transportation Study) MPO Website: Cincinnati/Northern Kentucky Regional ITS Architecture: MPO: OKI (Ohio-Kentucky-Indiana Regional Council of Governments) MPO Website: Cleveland Regional ITS Architecture: MPO: NOACA (Northeast Ohio Areawide Coordinating Agency) MPO Website: Columbus Regional ITS Architecture: MPO: MORPC (Mid Ohio Regional Planning Commission) MPO Website: Dayton/Springfield Regional ITS Architecture: MPO: MVRPC (Miami Valley Regional Planning Commission) MPO Website: MPO: CCSTCC (Clark County-Springfield Transportation Coordinating Committee) MPO Website: Toledo Regional ITS Architecture: MPO: TMACOG (Toledo Metropolitan Area Council of Governments) MPO Website: Youngstown Regional ITS Architecture: MPO: Eastgate (Eastgate Regional Council of Governments) MPO Website: October 23, 2002 Revised July 17, 2015

311 1300 ITS Traffic Engineering Manual Table CCTV Installations (Also see TEM Section ) Task Prior Approval Needed Item Description Related Supplemental Specification Item Master Traffic SCD No. Choose CCTV Camera CCTV IP-Camera System, Dome-Type CCTV IP-Camera System, Type HD, Wall/Tunnel If dome type camera is to be mounted on pole, choose pole height A B 809E E60010 Choose Pole Height Choose Cabinet Type * CCTV Concrete Pole with Lowering Unit, 50 FT CCTV Concrete Pole with Lowering Unit, 70 FT E61010 ITS A 809E61000 ITS * *Pole Mount B 809E65010 Ground Mount A 809E65000 ITS ITS ITS ITS Choose Work Pad Choose Grounding Controller Work Pad, As Per Plan Ground Rod, As Per Plan 633E E32001 Choose Power Service Underground E34000 ITS Aerial E34000 ITS Use if directed by ODOT ITS Cabinet-Power Distribution Cabinet (PDC) 809E65020 * Approval must be obtained from Office of Traffic Operations (OTO) Revised July 17, 2015 October 23,

312 1300 ITS Traffic Engineering Manual Table Dynamic Message Sign (DMS) Installations (Also see TEM Section ) Task Choose DMS Type Choose Mount Type Choose Foundation Prior Approval Needed Item Description Related Supplemental Specification Item Master DMS- Full-Size Walk-In A 809E63000 * DMS- Front-Access B 809E63001 Overhead Sign Support, DMS Pedestal, As Per Plan Overhead Sign Support, DMS Truss, 80, As Per Plan Overhead Sign Support, DMS Truss, 115, As Per Plan Overhead Sign Support, DMS Truss, 150, As Per Plan Concrete Barrier Median Overhead Sign Support Foundation, DMS Truss 630E E E E E70070 Traffic SCD No. Contact OTO Contact OTO Contact OTO Contact OTO Contact OTO Contact OTO Contact OTO Overhead Sign Support Foundation, DMS Truss 630E70080 Contact OTO Choose Catwalk Catwalk, DMS Truss, As Per Plan Catwalk, DMS Pedestal, As Per Plan 630E E70061 Contact OTO Contact OTO Choose Cabinet Type * *Pole Mount B 809E65010 Ground Mount A 809E65000 Choose Work Pad Controller Work Pad, As Per Plan 633E67200 Contact OTO Choose Grounding Ground Rod, As Per Plan 625E32001 Choose Power Service Underground E34000 ITS Aerial E34000 ITS Use if directed by ODOT * ITS Cabinet-Power Distribution Cabinet (PDC) 809E65020 * Approval must be obtained from Office of Traffic Operations (OTO) October 23, 2002 Revised July 17, 2015

313 1300 ITS Traffic Engineering Manual Table Destination Dynamic Message Sign (DDMS) Installations (Also see TEM Section ) Task Choose DDMS Type Define Sign Size Define Sign Mounting Choose Beam Choose Beam Connection Choose Foundation Choose Work Pad Choose Cabinet Type Choose Grounding Choose Power Service Use if directed by ODOT Prior Approval Needed Item Description DDMS, Freeway-Two- Line DDMS, Freeway-Three- Line DDMS, Arterial-Two-Line DDMS Arterial-Three- Line Sign, Ground Mounted Extrusheet, As Per Plan Sign Erected, Extrusheet, As Per Plan Ground Mounted Structural Beam Support, W-??x?? Breakaway Structural Beam Connection Ground Mounted Structural Beam Support Foundation Controller Work Pad, As Per Plan Related Supplemental Specification Item Master 809E E E E E E E E E67200 * *Pole Mount B 809E65010 Ground Mount A 809E65000 Ground Rod, As Per Plan 625E32001 Traffic SCD No. Contact OTO Contact OTO Contact OTO Contact OTO TC TC TC Contact OTO Underground E34000 ITS Aerial E34000 ITS ITS Cabinet-Power Distribution Cabinet (PDC) 809E65020 * Approval must be obtained from Office of Traffic Operations (OTO) Revised July 17, 2015 October 23,

314 1300 ITS Traffic Engineering Manual Table Vehicle Detection (SFRD) Installations (Also see TEM Section ) Tasks Choose Vehicle Detection Type Choose Light Pole Choose Grounding Choose Foundation Choose Cabinet Type Choose Power Service Prior Approval Needed Use if directed by ODOT * Item Description Side-Fired Radar Detector Light Pole, Conventional, Each As Per Plan Ground Rod, As Per Plan Light Pole Foundation, As Per Plan Related Supplemental Specification Item Master 809E E E E14501 * *Pole Mount B 809E65010 Ground Mount A 809E65000 Traffic SCD No. Contact OTO HL HL Underground E34000 ITS Aerial E34000 ITS ITS Cabinet-Power Distribution Cabinet (PDC) 809E65020 * Approval must be obtained from Office of Traffic Operations (OTO) October 23, 2002 Revised July 17, 2015

315 1300 ITS Traffic Engineering Manual Table Highway Advisory Radio (HAR) Installations (Also see TEM Section ) Tasks Prior Approval Needed Item Description Related Supplemental Specification Item Master Traffic SCD No. Choose HAR Type Choose Work Pad Define Sign Size Define Sign Mounting Choose Beam Choose Beam Connection Choose Foundation Choose Cabinet Type HAR Assembly A 809E64000 ITS HAR Flashing Beacon System Controller Work Pad, As Per Plan Sign, Ground Mounted Extrusheet, As Per Plan Sign Erected, Extrusheet, As Per Plan Ground Mounted Structural Beam Support, W-??x?? Breakaway Structural Beam Connection Ground Mounted Structural Beam Support Foundation B 809E64010 ITS E E E E E84500 * *Pole Mount B 809E65010 Ground Mount A 809E65000 Contact OTO TC TC TC Choose Grounding Choose Power Service Use if directed by ODOT * Ground Rod, As Per Plan 625E32001 Underground E34000 ITS Aerial E34000 ITS ITS Cabinet-Power Distribution Cabinet (PDC) 809E65020 * Approval must be obtained from Office of Traffic Operations (OTO) Revised July 17, 2015 October 23,

316 1300 ITS Traffic Engineering Manual Table Ramp Metering Installations (Also see TEM Section ) Tasks Choose Ramp Meter Prior Approval Needed Choose Training * Choose Cabinet Type * Choose Grounding Item Description Ramp Metering System Ramp Metering Training ITS Cabinet Ramp Meter Ground Rod, As Per Plan Related Supplemental Specification Item Master Traffic SCD No A 809E67000 PIS B D 809E E E32001 Choose Power Service Underground E34000 ITS Aerial E34000 ITS Use if directed by ODOT * ITS Cabinet-Power Distribution Cabinet (PDC) C 809E65020 * Approval must be obtained from Office of Traffic Operations (OTO) October 23, 2002 Revised July 17, 2015

317 1300 ITS Traffic Engineering Manual 1398 FIGURES INDEX Project Development Process (PDP) As noted in Section , Figure is a graphical representation of the Project Development Process (PDP) Fiber Optics Termination Diagram (Node Cabinet Assembly) As noted in Section , Figure is a sample representation of what shall be included in plan sets for all fiber optic design on ODOT projects dealing with Intelligent Transportation Systems (ITS) or Signal Systems Fiber Optics Termination Diagram (Underground Splice Enclosure) As noted in Section , Figure is a sample representation of what shall be included in plan sets for all fiber optic design on ODOT projects dealing with Intelligent Transportation Systems (ITS) or Signal Systems Fiber Optics Termination Diagram (Fiber Backbone Splice Chart) As noted in Section , Figure is a sample representation of what shall be included in plan sets for all fiber optic design on ODOT projects dealing with Intelligent Transportation Systems (ITS) or Signal Systems ITS Device Communication Diagram As noted in Section , Figure is a sample representation of what shall be included in plan sets for all fiber optic design on ODOT projects dealing with Intelligent Transportation Systems (ITS) or Signal Systems. (July 17, 2015) October 23,

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319 1300 ITS Traffic Engineering Manual Figure Project Development Process (PDP) (Also see TEM Section ) Revised July 17, 2015 October 23,

320 1300 ITS Traffic Engineering Manual Figure Fiber Optics Termination Diagram (Node Cabinet Assembly) (Also see TEM Section ) October 23, 2002 Revised July 17, 2015

321 1300 ITS Traffic Engineering Manual Figure Fiber Optics Termination Diagram (Underground Splice Enclosure) (Also see TEM Section ) Revised July 17, 2015 October 23,

322 1300 ITS Traffic Engineering Manual Figure Fiber Optics Termination Diagram (Fiber Backbone Splice Chart) (Also see TEM Section ) October 23, 2002 Revised July 17, 2015

323 1300 ITS Traffic Engineering Manual Figure ITS Device Communication Diagram (Courtesy of HNTB, Ohio) (Also see TEM Section ) Revised July 17, 2015 October 23,

324 1300 ITS Traffic Engineering Manual Figure ITS Device Communication Diagram (continued) October 23, 2002 Revised July 17, 2015

325 1400 MISCELLANEOUS Traffic Engineering Manual TABLE OF CONTENTS Part 14 - MISCELLANEOUS 1400 GENERAL TRAINING AVAILABLE General Traffic Academy Overhead Sign Supports NEMA Traffic Signal Maintenance Traffic Signal Maintenance Strain Pole Design (SWISS Software) RUMBLE STRIPS (INCLUDING STRIPES) IN THE ROADWAY General Transverse Rumble Strips General Intersections Grade Crossings Freeways and Expressways Other Applications Rumble Stripes General Center Line Rumble Stripes Edge Line Rumble Stripes Rumble Strips in Temporary Traffic Control Zones OTHER DEVICES Driveway Mirrors (January 16, 2015) October 23,

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327 1400 MISCELLANEOUS Traffic Engineering Manual 1400 GENERAL Part 14 - MISCELLANEOUS This Part of the TEM serves as a collection of miscellaneous information not addressed in the other Chapters. For example, training provided by the Office of Roadway Engineering (ORE) and the Office of Traffic Operations (OTO) are addressed, as well as standards, policies and guidelines related to the use of rumble strips and other devices on ODOT-maintained highways. TEM Part 1 addresses general information about specifications for traffic control devices and materials, and addresses various procedures addressing the review and approval of new products, and the purchase of traffic control related materials and equipment TRAINING AVAILABLE General There are various training opportunities available within ODOT in the traffic engineering field. In addition to the ORE Traffic Academy (see Section ), ORE and OTO provide additional courses related to various aspects of traffic control design and application. At this time, OTO offers courses in Traffic Signal Maintenance and in Overhead Sign Supports. Also, the intranet web page for the Office of Training: Employee Development & Enrichment provides a link to the ODOT Training Course Catalog which contains courses for the Highway Technician (HT) Series. ODOT employees should consult their local Training Coordinator for additional information on these courses. Courses presented by the Ohio LTAP (Local Technical Assistance Program) Center are also available for ODOT personnel sometimes, depending on space availability Traffic Academy The Traffic Academy provides training for consultants. It is also open to ODOT employees who wish to attend. Successful completion of the appropriate course is an ODOT requirement for consultant pre-qualification. Detail information about the Traffic Academy and copies of some of the manuals used are available on-line at: Overhead Sign Supports Purpose: This course provides basic information regarding the inspection and repair of overhead sign supports. Designed For: Persons responsible for the inspection, maintenance and/or repair of overhead sign supports. Prerequisites: None Course Time: Varies Course Size: 4 Minimum, 12 Maximum Location: District or Central Office Program Manager: Jim Roth, Office of Traffic Operations (614) Revised October 18, 2013 October 23,

328 1400 MISCELLANEOUS Traffic Engineering Manual NEMA Traffic Signal Maintenance The NEMA Signal Maintenance Course is provided to the Districts upon request, on a first come first served basis by the OTO Signals and ITS Section. The course objectives are to help Signal Electricians, Project Engineers and Highway Technicians understand the operation, installation and maintenance of traffic signals. This course is held only in Central Office at the Sign and Signal Shops, 1606 West Broad St. The class is restricted to six employees at a time because of limited classroom and equipment availability. Course topics include: Understanding the terminology of traffic signals. Understanding traffic signal construction plans. Understanding NEMA traffic signal cabinet diagrams. Recognizing NEMA TS-1 and TS-2 traffic signal equipment. Basic programming of traffic signal equipment, including the use of laptops. Basic electrical safety and safe maintenance of traffic signals in the field. Trouble shooting malfunctioning traffic signals. To schedule a class or get additional information, please contact the OTO Signals and ITS Section Traffic Signal Maintenance The 2070 Signal Maintenance Course is provided to the Districts upon request, on a first come first served basis by the OTO Signals and ITS Section. The course objectives are to help Signal Electricians, Project Engineers and Highway Technicians understand the operation, installation and maintenance of 2070 traffic signal operation. This course is held only in Central Office at the Sign and Signal Shops, 1606 West Broad St. The class is restricted to six employees at a time because on limited classroom and equipment availability. Course topics include: Understanding the terminology of 2070 traffic signals. Understanding 2070 traffic signal cabinet diagrams. Recognizing 2070 traffic signal equipment. Basic programming of 2070 traffic signal equipment, including the use of laptops. Basic electrical safety and safe maintenance of traffic signals in the field. Trouble shooting malfunctioning traffic signals. To schedule a class or get additional information, please contact the OTO Signals and ITS Section October 23, 2002 Revised October 18, 2013

329 1400 MISCELLANEOUS Traffic Engineering Manual Strain Pole Design (SWISS Software) The SWISS course provides training for consultants in the design of strain poles. It is also open to ODOT employees. The course objective is to provide assistance in the use of the computer program for the design of span wire signal supports. The SWISS software is available on-line at: This course is held only in Central Office at the Sign and Signal Shops, 1606 West Broad Street. The class size is restricted to twelve people. To schedule a class or get additional information, please contact the ORE Traffic Control Design Section. (January 16, 2015) October 23,

330 1400 MISCELLANEOUS Traffic Engineering Manual 1415 RUMBLE STRIPS (INCLUDING STRIPES) IN THE ROADWAY General As defined in OMUTCD Section 1A.13 a rumble strip is a series of intermittent, narrow, transverse areas of rough-textured, slightly raised, or depressed road surface that extend across the travel lane to alert road users to unusual traffic conditions or are located along the shoulder, along the roadway center line or within islands formed by pavement markings to alert road users that they are leaving the travel lanes. Rumble strips within the roadway are addressed in this TEM Chapter. ODOT standards, details and specifications for the use of longitudinal shoulder rumble strips are addressed in the L & D Manual Volume 1, Section 605, Roadway SCD BP-9.1 and C&MS Item 618. Permanent rumble strips shall be milled. They may be applied at any time to new or existing asphalt and concrete surfaces in good condition. However, they are not recommended for installation on bridge decks, crosswalks, within intersections, or within areas of abrupt vertical or horizontal alignment changes. They are also not recommended when the pavement or pavement overlay is less than 1.75 inches in depth. The grooves for in-lane rumble strips should not extend to within 2 inches of a concrete pavement joint. The decision to install rumble strips should include careful consideration of the effect of the noise produced by rumble strips on any nearby residents. Although self-cleaning to a limited extent, rumble strips should be inspected periodically to determine if debris needs to be removed or if they need to be re-milled. Rumble strips should not be installed without the recommendation of the District Safety Review Team and the approval of the District Deputy Director. They should be re-evaluated when conditions change, and paved over or removed when no longer needed. The term rumble stripes refers to rumble strips that are in-line with longitudinal pavement markings (see Section ). Additional information on rumble strips and stripes in the roadway may be found in TEM Section and Chapter 805, Traffic SCD TC-64.10, and OMUTCD Section 6F Transverse Rumble Strips General Transverse rumble strips are used to alert drivers in advance of the need to stop or slow down, or of unexpected abrupt geometric changes. They consist of parallel 4-inch grooves cut at 1- foot intervals. Transverse rumble strips extend nearly across the full width of the lane of travel, normally starting 4 inches from the center line and stopping 18 inches short of the right edge line. When shoulders are 2.5 feet or less in width, or non-existent, on roadways which are dedicated bicycle routes or have considerable bicycle traffic, consideration should be given to increasing the clear distance on the right side of the roadway to provide a total clear path for the bicyclists (including any existing shoulder) of 4 feet. A transverse rumble strip installation is typically made up of three groups/pads of rumble strips with each group placed about 250 feet apart. Each group is typically composed of fifteen 4- inch strips/grooves. A sample drawing is available from the Office of Roadway Engineering upon request October 23, 2002 Revised January 16, 2015

331 1400 MISCELLANEOUS Traffic Engineering Manual Transverse rumble strips should be preceded by a RUMBLE STRIPS sign (W8-H15a). If the color of a transverse rumble strip used within a travel lane is not the color of the pavement, the color of the rumble strip shall be white Intersections Transverse rumble strips should be considered for use in advance of intersections where there is a documented problem involving angle and/or rear-end crashes related to red light or STOP sign violations only after all other countermeasures have been tried and proven ineffective. Possible locations include isolated high-speed or expressway signalized intersections and intersections with inadequate stopping sight distance. If used, rumble strips should be installed on the approach(es) with the crash problem. They are usually installed on a stop approach at a STOP sign controlled intersection, but may also be installed on the mainline, or on a signalized approach when the crash problem is related to that particular approach. For highways with a speed limit less than 50 mph, the last rumble strip should be at least 200 feet from the Stop Line, or if none, from the point where the road user should stop. If the speed limit is 50 mph or greater, the last rumble strip should be at least 300 feet from the stopping point Grade Crossings As noted in Chapter 805, rumble strips may be used at railroad grade crossings after other appropriate standard traffic control devices have been considered. The rumble strip installation is generally the same as for other intersections stop approaches; however, only two rumble strip pads, or groupings, are used. Contact the Office of Roadway Engineering for the detail drawing for this installation Freeways and Expressways Transverse rumble strips may be installed in the travel lanes in advance of toll booths both to alert drivers of the need to reduce speed before entering the toll booth area and to mitigate highway hypnosis. They may be installed in the exit lane for loop ramps or other curved ramps where significant speed reductions are necessary when there is a documented problem involving run-off-theroad and/or rear-end crashes, but only after all other countermeasures have been tried and proven ineffective. They shall only be installed in the exit lane when the minimum braking distance for the necessary speed reduction exists beyond the final rumble strip. Transverse rumble strips are not recommended inside lane-drop areas after the LANE ENDS sign. They may be installed to alert road users that the freeway or expressway is ending and that they must reduce speed when there is a documented problem involving crashes of the type susceptible to rumble strip treatment, but only after all other countermeasures have been tried and proven ineffective. They shall only be installed with the recommendation of the District Safety Review Team and approval of the District Deputy Director. (January 16, 2015) October 23,

332 1400 MISCELLANEOUS Traffic Engineering Manual Other Applications Transverse rumble strips may be considered for use in advance of locations where there is a documented problem involving crashes of the type susceptible to rumble strip treatment only after all other countermeasures have been tried and proven ineffective. The use of rumble strip installations should be kept at a minimum, but may provide a solution to problems of excessive speed or of inattention resulting in crashes at narrow or one-lane bridges, at locations with abrupt changes in vertical or horizontal alignment, and at major commercial driveways with inadequate stopping distance because of horizontal or vertical alignment Rumble Stripes General Rumble stripes are longitudinal rumble strips supplemented by the related longitudinal pavement markings. They are used to reduce highway hypnosis and to alert sleepy, fatigued, impaired, or inattentive drivers that they are leaving the roadway (edge line) or crossing the center or lane line. They provide increased guidance at night or in adverse weather (heavy rain, snow, fog and blowing dust) by defining roadway limits. Additional detail design information is available in Traffic SCD TC-64.10, Rumble Stripes. Lane line rumble strips shall be not installed unless approved by the Office of Roadway Engineering. Rumble stripes may be continuous or installed in a 60-foot cycle to permit crossing of the center line or edge line by motorcyclists and bicyclists. The rumble strips shall be interrupted for raised pavement markers, driveways, intersections and over structures. The longitudinal rumble strips may be preceded by a RUMBLE STRIPS sign (W8-H15a), and the sign may be supplemented with a plaque specifying CENTER LINE, LANE LINE, EDGE LINE, or a combination. If the sign is used for a very long section of rumble stripes, it may be helpful to repeat the sign after major intersections, etc. Since thicker pavement marking materials may reduce the effectiveness of rumble stripes, preformed pavement markings (Item 645) and heat-fused preformed thermoplastic (Item 647) shall not be used for rumble stripes, and thermoplastic (Item 644) should not be used with rumble stripes Center Line Rumble Stripes Center line rumble stripes are installed primarily to reduce head-on and side-swipe crashes on two-lane highways. Center line rumble stripes should be considered for use in roadway sections where there is a documented problem involving head-on or side-swipe crashes only after all other countermeasures have been tried and proven ineffective. Since they offer a relatively low-cost, low-maintenance countermeasure to prevent these types of crashes, they may also be installed in other roadway sections where there is a high potential for head-on or side-swipe crashes. Gaps shall be left at intersections, driveways and over structures as detailed in Traffic SCD TC-64.10, Rumble Stripes. Since center line rumble stripes extend through the center line pavement marking, the pavement markings should be reapplied following installation. When using paint, it should be applied twice, once in each direction of travel. Center line rumble stripes shall only be installed with the recommendation of the District Safety Review Team and the approval of the District Deputy Director October 23, 2002 Revised January 16, 2015

333 1400 MISCELLANEOUS Traffic Engineering Manual Edge Line Rumble Stripes Edge line rumble stripes provide increased wet/night visibility of the edge line pavement markings, and the corresponding audio and vibratory impacts which result when a vehicle s tires pass over the rumble strips. Edge line rumble stripes should be installed on ODOT-maintained roadways meeting all of the following criteria: 1. 2-foot or greater paved shoulder. 2. Pavement Condition Rating (PCR) of 80 or greater, and shoulder condition suitable for rumble stripe treatment foot minimum lane width lane routes outside built-up areas, such as business, residential or urban districts (defined in ORC ). 5. Speed limit greater than 45 miles per hour. Discretion may be used for roadways where the following conditions or roadway users are encountered: 1. Areas of Amish buggy travel. 2. Areas of high driveway density outside built-up areas. Gaps shall be left at intersections, driveways and over structures as detailed in Traffic SCD TC-64.10, Rumble Stripes. Rumble stripes shall be discontinued 650 feet in advance of built-up areas, including municipal corporation limits and urban area boundaries. Also, when leaving built-up areas leave a 650 foot gap before starting rumble stripes. Any roadway or roadway section which has been designated by the Office of Statewide Planning or a Metropolitan Planning Organization as a bike route and has a paved shoulder width of less than 3 feet should not be considered for edge line rumble stripes unless an existing crash problem is exhibited Rumble Strips in Temporary Traffic Control Zones For information on the use of rumble strips for Temporary Traffic Control, see TEM Section and Traffic SCD MT Revised January 16, 2015 October 23,

334 1400 MISCELLANEOUS Traffic Engineering Manual 1416 OTHER DEVICES Driveway Mirrors Driveway mirrors (usually convex in shape) are sometimes used to help indicate to a driver the presence or absence of a moving or stationary vehicle and/or pedestrian. However, for the following reasons ODOT does not install these devices on ODOT-maintained highways: It takes some time for drivers to understand and interpret the information provided by these mirrors. A convex shaped mirror results in distortion of the image, speed and distance of any object. The degree of distortion depends on the radius of curvature and size of the convex mirror; the larger the radius of curvature the less distortion and vice versa. The image appears to be smaller, further away and traveling at a slower speed in a mirror with a smaller radius of curvature. A convex mirror with a small radius of curvature will also provide too much detail in a small area which will hamper the motorist s ability to discriminate detail. During low light levels, mirrors do not clearly distinguish cars with no lights on. In particular, dark colored vehicles may be difficult to detect in these mirrors in low light conditions such as dawn, dusk or overcast. These mirrors are fairly expensive, require routine cleaning and are subject to vandalism. If property owners want to install and maintain one of these mirrors on their own, they should be advised of the concerns mentioned above, and if the mirror will be on the State right-of-way, they will need to get a permit. Since the burden of responsibility for the location and subsequent safe use of residential driveways rests with the property owner, not ODOT, before installing one of these mirrors, the property owner should consider other alternatives, such as relocating the drive. However, in most instances, the property owner will decide that installing a mirror is the preferred alternative. Therefore, also consider advising a property owner considering installation of a driveway mirror that: Secure mounting is required to minimize misalignment from high winds, vibrations, etc. Fairly large (e.g., 3 x 2 foot), flat, rectangular mirrors produce realistic images. For a mirror to function properly, it may need to be mounted fairly high. The use of a Plexiglas or metal mirror can minimize damage from vandalism. More than one mirror may be needed for proper coverage October 23, 2002 (January 16, 2015)

335 1500 APPENDIX Traffic Engineering Manual TABLE OF CONTENTS Part 15 - APPENDIX 1500 GENERAL DEFINITIONS General Acronyms and Abbreviations Words and Phrases FREQUENTLY ASKED QUESTIONS (FAQs) General What Are the Requirements for a Multi-way Stop Installation? How Do I Get a Traffic Signal Installed? OTHER POLICIES AND STANDARD PROCEDURES (July 17, 2015) October 23,

336 1500 APPENDIX Traffic Engineering Manual Intentionally blank October 23, 2002 (July 17, 2015)

337 1500 APPENDIX Traffic Engineering Manual 1500 GENERAL Part 15 - APPENDIX This Part will be used to provide additional or supplementary material that may be useful for those using this Manual. Copies of separate policies, guidelines and standard operating procedures referenced in other sections are included herein DEFINITIONS General Generally, for traffic control purposes, the definitions found in the OMUTCD will apply. Also, for design purposes, there are additional definitions provided in the three volumes of the L&D Manual (see Section through 194-8). Additional definitions, including explanations of various acronyms, have been provided in this Chapter. For the convenience of the TEM users, some definitions found in the L&D Manual have also been included; however, definitions found in the OMUTCD have not been repeated unless there is a difference noted between how the term is used for traffic control purposes versus design purposes Acronyms and Abbreviations Some of these acronyms and abbreviations may not be used in the TEM at this time; however, they are provided here as a convenience since they may appear in related references. AAN American Association of Nurserymen. AASHTO American Association of State Highway and Transportation Officials. ACI American Concrete Institute. ADA Americans with Disabilities Act. ADAAG ADA Accessibility Guidelines. AISC American Institute of Steel Construction. AISI American Iron and Steel Institute. ANSI American National Standards Institute. AREA American Railway Engineering Association. ASCE American Society of Civil Engineers. ASM Application Standards Manual. A manual previously published by the Office of Traffic Engineering (OTE) and was incorporated into the TEM. ASME American Society of Mechanical Engineers. ASTM American Society of Testing and Materials. ATSSA American Traffic Safety Services Association. Revised July 17, 2015 October 23,

338 1500 APPENDIX Traffic Engineering Manual AWG American Wire Gauge. AWS American Welding Society. AWWA American Water Works Association. AWPA American Wood Preservers Association. CGM Construction Guidelines Manual. A manual which was previously published by OTE and was incorporated into the TEM. DDD ODOT District Deputy Director. CADD Computer-Aided Drafting and Design. See Section for additional information. C&MS Construction and Materials Specifications Book. See Part 1 for additional information. CRRC Construction Reference Resource Center. Access to online construction references, including construction letting and award information, Specifications, Proposal Notes, etc. DRRC Design Reference Resource Center. A centralized source of electronically distributed design reference materials, including design manuals, Specifications, standard drawings, etc. EEI Edison Electric Institute. EMA Emergency Management Agency. EPA Environmental Protection Agency. FHWA Federal Highway Administration, Department of Transportation. FSP Freeway Service Patrol. FSS Federal Specifications and Standards from the General Services Administration. GLCT Great Lakes Circle Tour. See Part 2 for additional information. GSDM Guide Sign Design Manual (also known as the Design Manual for Directional Guide Signs). A manual previously published by OTE. The information is now located in Appendix C of the Sign Designs and Markings Manual, which is incorporated by reference into the TEM. HazMat Hazardous Material. HCM Highway Capacity Manual. HMA Highway Management Administrator. HT Highway Technician. IC Incident Commander. ICS Incident Command System October 23, 2002 Revised July 17, 2015

339 1500 APPENDIX Traffic Engineering Manual IEEE Institute of Electrical and Electronic Engineers. IES Illuminating Engineering Society. IMSA International Municipal Signal Association. IPCEA Insulated Power Cable Engineers Association. ISSA International Slurry Seal Association. ITS America Intelligent Transportation Society of America ITE Institute of Transportation Engineers. OTIS Ohio Transportation Information System. L&D Manual Location and Design Manual. A three-volume set of design manuals published by the Office of Roadway Engineering Services (Volume 1), the Office of Hydraulic Engineering (Volume 2) and the Office of CADD and Mapping Services (Volume 3). LECT Lake Erie Circle Tour. See Part 2 for additional information. LOS Level of Service. See Section and the L&D Manual Volume 1, for additional information. L.C.L. Light Center Length. See Section for additional information. LEO Law Enforcement Officer. LPA Local Public Agency. LTAP Local Technical Assistance Program. See Section for additional information. MPO Metropolitan Planning Organization. A federally designated collective for administering funding for projects within its jurisdiction, generally a group of local political entities in a geographical area. MUTCD Manual on Uniform Traffic Control Devices. This manual, published by FHWA, is described in Section NCUTCD National Committee on Uniform Traffic Control Devices. See Section for additional information. NEMA National Electrical Manufacturers Association. See Section for additional information. NIMS National Incident Management System. OCA Office of Construction Administration. OHGO A website that provides up-to-the-minute details on current traffic speeds, cameras, incidents, road conditions, and weather-related conditions. ODNR Ohio Department of Natural Resources. ODOT Ohio Department of Transportation. Revised July 17, 2015 October 23,

340 1500 APPENDIX Traffic Engineering Manual OEPA Ohio Environmental Protection Agency. OMUTCD Ohio Manual of Uniform Traffic Control Devices. See Section 101 for additional information. OPI Ohio Penal Industries. ORC Ohio Revised Code. ORDC Ohio Rail Development Commission. OSHA Occupational Safety and Health Administration. OTE Office of Traffic Engineering. The traffic standards functions moved to the Office of Roadway Engineering in late 2012, and the remaining group was designated the Office of Traffic Operations (OTO). O.L. Overall Length. See Section for additional information. PDP Project Development Process. ODOT s process for development of all projects bid or developed through ODOT. PIS Plan Insert Sheets. See Section 104 for additional information. PLC Permitted Lane Closure. PLCM Permitted Lane Closure Maps. PS&E Plans, Specifications & Estimates. See Section for additional information. RAM Random Access Memory. See Section for additional information. REA Rural Electrification Administration ROM Read Only Memory. See Section for additional information. RPM Raised Pavement Marker. See Section for additional information. SCD Standard Construction Drawing. See Section for additional information. SDMM Sign Designs and Markings Manual. The Standard Sign Design Manual is described in Section SHS Standard Highway Signs and Markings book. This manual, published by FHWA, is described in Section SOP Standard Operating Procedure. SSPC Steel Structures Painting Council. SLD Straight Line Distance. See Section for additional information. TCD Traffic Control Device. TCDIM Traffic Control Design Information Manual. A manual, previously published by OTE, which has been incorporated into the TEM October 23, 2002 Revised July 17, 2015

341 1500 APPENDIX Traffic Engineering Manual TCP Traffic Control Plan. TEM Traffic Engineering Manual. TIMS Transportation Information Mapping System. Web-based mapping tool; providing transportation employees and stakeholders, and the general public, a central access point for viewing, distributing, and analyzing Ohio s transportation data. TIP Transportation Improvement Plan. The method by which projects are accepted by the MPO. TMA Truck-Mounted Attenuator. TMC Traffic Management Center. TODS Tourist Oriented Directional Signs. See Section and Part 2 for additional information. TRAC Transportation Review Advisory Council. TRPM Temporary Raised Pavement Marker. TTCD Temporary Traffic Control Device. UL Underwriters Laboratories, Inc Words and Phrases OMUTCD Section 1A.13 defines various terms used in that manual and herein. When the source of the definition is the ORC (usually Section ), the definition is shown in italics and the ORC section number is noted. The following list is intended to provide definitions of words and phrases not currently defined in the OMUTCD. Some of the definitions in this Section will be incorporated into the OMUTCD; however, most of them are more detailed than needed for the OMUTCD. The source for most of these definitions was the Construction Guidelines Manual, previously published by OTE and now incorporated into the TEM. When definitions have been taken from other sources, such as the national Manual on Uniform Traffic Control Devices (MUTCD) and the ODOT L&D Manuals, they have been identified by a cross-reference. Also, some of the terms noted herein may have different meanings depending on the context in which they are used. Clarification has been provided as needed. Adaptation The process by which the retina becomes accustomed to more or less light than it was exposed to during an immediately preceding period. Adjustable Signal A signal head having the signal faces mounted in the support hardware so that each face may be adjusted or aimed, as required to present the indication to approaching traffic. Alternate Bid A bid process in which both a generic bid and a proprietary bid are taken for the same item of equipment or work. The maintaining agency may choose which bid to accept; however, if the agency chooses the proprietary bid and it is higher than the generic bid, it must use its own funds for 100 percent of the cost difference. Amplifier A device that is capable of intensifying the electrical energy produced by a Revised July 17, 2015 October 23,

342 1500 APPENDIX Traffic Engineering Manual sensor. Analog Controller A controller with a method of timing that measures continuous variables such as voltage or current. Arterial Highway (or Street) For traffic engineering purposes (ORC and OMUTCD), any U.S. or State numbered route, controlled-access highway, or other major radial or circumferential street or highway designated by local authorities within their respective jurisdictions as part of a major arterial system of streets or highways. For design purposes, a functional classification for a facility primarily used for through traffic, usually on a continuous route (L&D Manual Volume 1). Attenuator (Crash Cushion) Protective device that prevents errant vehicles from impacting a fixed object by gradually decelerating or redirecting the vehicle (L&D Manual Volume 1). Auto-Manual Switch See Switch, Auto-Manual. Auxiliary Equipment Separate control devices used to add supplementary features to a signal controller. Balance Adjuster A device used to permit alignment of the point of suspension with respect to the center of gravity of the signal head so that the signal will hang vertically. Ballast An auxiliary device used with vapor lamps, on multiple circuits, to provide proper operating characteristics. It limits the current through the lamp, and may also transform voltage. Ballast Mounting Ballast shall be mounted within the luminaire housing (integral). Bandwidth The amount of green time available to a platoon of vehicles in a progressive signal system. This is also referred to as through band. Barrier A device which provides a physical limitation through which a vehicle would not normally pass. It is intended to contain or redirect a vehicle (L&D Manual Volume 1). Barrier (Compatibility Line) A reference point in the preferred sequence of a multi-ring controller unit at which all rings are interlocked. Barriers assure there will be no concurrent selection and timing of conflicting phases for traffic movement in different rings. All rings cross the barrier simultaneously to select and time phases on the other side (NEMA). Barrier Clearance The distance required between the face of a barrier and the face of an obstacle to permit adequate shielding (L&D Manual Volume 1). Barrier Curb See Curb, Vertical. Base Plates In sign support breakaway connections, plates welded onto each beam half with skewed notches for torqued bolts so as to permit the plates to part under vehicle impact. Bead Flotation The ability of glass beads to assume a hemispheric secured position when dispensed onto the surface of the freshly applied pavement markings. Beam Candlepower The intensity of a beam forming light source expressed in candelas measured in a given direction. Beam Spread The angle between the two directions in the plane in which candlepower is equal to a stated percent (usually 10 percent) of maximum candlepower in the beam October 23, 2002 Revised July 17, 2015

343 1500 APPENDIX Traffic Engineering Manual Beam-Type Support See Support, Beam-Type. Bearing Plate A formed steel plate installed between a flatsheet sign and its mounting post so as to reinforce the sign. Bid, Alternate See Alternate Bid. Bid, Generic See Generic Bid. Bid, Proprietary See Proprietary Bid. Binder Resins and liquids used to combine dry ingredients into a formulation of pavement marking materials. Bleeding A condition where asphalt pavement surfaces soften to a point where released oils appear as stains in the marking. Buffer - The space between the face of the curb and the sidewalk for the purpose of providing snow storage, a buffer between cars and pedestrians, a place for signs and to improve aesthetics (L&D Manual Volume 1). In a temporary traffic control situation, 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. (OMUTCD Section 6C.06) Bracket Arm A signal bracket, for bracket-mount applications, of tubular construction through which wiring can be passed to provide electrical connection of the signal faces. Breakaway Beam-Type Support See Support, Breakaway Beam-Type. Burning position Physical positioning of the lamp in the traffic signal. Normally, traffic signal lamps are used in horizontal burning position. Cable A group of separately insulated wires in a common jacket. Cable Entrance Adapter A device of tubular construction which is used between the span wire hanger and the traffic signal to provide for passing signal cable into the head. CADD (Computer-Aided Drafting and Design) The preferred method of preparing ODOT construction plans. ODOT has adopted MicroStation as its standard CADD software package and has developed various CADD standards to ensure plan uniformity. Call A registration of demand for right-of-way by traffic (vehicular or pedestrian) at a signal controller. Calling Detector A detector that is installed in a selected location to detect vehicles which may not otherwise be detected, and whose output may be modified by the controller unit. Calling Relay A detector relay which will allow a detector actuation to be transferred to the controller only when certain signal displays are occurring. Camber An upward curve in horizontal structural members so that when erected and under dead weight a horizontal position or slightly upward curve will result. Camshaft A device consisting of a stack of programmed cams operated by a drive motor for intermittent advancement in increments to cause contacts to open or close, thus causing the required signals to be energized. Revised July 17, 2015 October 23,

344 1500 APPENDIX Traffic Engineering Manual Candela (cd) The unit of luminous intensity; one candela is defined as the luminous intensity of 1/60th of one square centimeter of projected area of a blackbody radiator operating at the temperature of solidification of platinum. Candlepower Luminous intensity expressed in candelas. Cantilever Support See Support, Cantilever. Carryover (Extended) Output The ability of a detector to continue its output for a predetermined length of time following an actuation. Catch Basin A structure for intercepting flow from a gutter or ditch and discharging the water through a conduit (L&D Manual Volume 2). Centerline of Construction The reference line used for construction of a project. Normally located at the median centerline on a divided highway or at the normal crown point location on an undivided highway (L&D Manual Volume 3). Centerline of Right-of-Way The reference line used for the right-of-way of a project. Normally located at the center of a highway s existing right-of-way (L&D Manual Volume 3). Center-Mount Support See Support, Center-Mount. Centralized Control Signal System A system in which all control functions are controlled by a computer with direct communication to each local intersection controller without using the intermediate control and processing of a master controller. Centrally Controlled A system of peripheral devices which communicates with and which is manipulated via, a central control operator or software. City A municipal corporation having a population of 5,000 or more persons (ORC Section 703.1). Classification Detector A detector that has the capability of differentiating among types of vehicles. Clear Zone The unobstructed, traversable area provided beyond the edge of the through traveled way for the recovery of errant vehicles. The clear zone includes shoulders, bike lanes, and auxiliary lanes, except those auxiliary lanes that function like through lanes. (L&D Manual Volume 1). The total roadside border area, starting at the edge of the traveled way, that is wide enough to allow an errant driver to stop or regain control of a vehicle. This area might consist of a shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear runout area at its toe (OMUTCD). Coefficient of Utilization (CU) Ratio of luminous flux (lumens) received on the work area to the rated lumens emitted by the lamp. Cloverleaf Interchange An interchange with loop ramps and outer ramps for directional movements. A full cloverleaf has ramps in every quadrant (L&D Manual Volume 1). Collector A functional classification for a facility in an intermediate functional category connecting smaller local road or street systems with larger arterial systems (L&D Manual Volume 1). A term denoting a highway that in rural areas connects small towns and local highways to October 23, 2002 Revised July 17, 2015

345 1500 APPENDIX Traffic Engineering Manual arterial highways, and in urban areas provides land access and traffic circulation within residential, commercial, and business areas and connects local highways to the arterial highways (OMUTCD). Collector-Distributor (C-D) A directional roadway adjacent to a freeway used to reduce the number of conflicts (merging, diverging and weaving) on the mainline facility (L&D Manual Volume 1). Commercial Activity For purposes of defining Tourist Oriented Activity for the TODS program, this is defined as a farm market, winery, a bed and breakfast, lodging that is not a franchise or part of a national chain, antiques shop, craft store, or gift store. Computed Initial Portion (Added Initial Portion, Variable Initial Portion) An initial portion which is added to the minimum actuations on volume density timed controllers. Computer A device capable of accepting information, applying prescribed processes to the information and supplying results of these processes. It usually consists of input and output devices, storage, arithmetic and logic units, and a control unit. Computer Program A series of instruction or statements in a form acceptable to the computer which will achieve a certain result. Concurrent timing See Dual-ring Controller. Conduit A closed structure such as a pipe that has a span less than 10 feet as measured in a parallel direction to the roadway centerline (L&D Manual Volume 2). Condulet A fitting connected to solid or flexible electrical conduit to direct the routing path and containing a removable cover for wire pulling. Conflicting Phases Two or more signal phases which will cause interfering, or conflicting, traffic movements if operated concurrently. Congestion Detection A system of hardware and software designed and operated to provide data on the level of traffic congestion in the area being detected. Contact, Signal Circuit A device arranged to energize or de-energize signal light circuits during a specified interval. Continuous Presence Mode Detector outputs continue if any vehicle (first or last remaining) remains in the field of influence. Controller (Controller Assembly) A complete electrical or electronic device mounted in a cabinet for controlling the operation of a traffic signal (OMUTCD). Controller, Local Intersection See Local Intersection Controller. Controller, Master See Master Controller. Controller, Traffic-Actuated See Traffic-Actuated Controller. Construction Limits Lines shown on a plan view that outline the lateral extent of the work. Typically placed 4 feet outside the point where the backslope touches the existing ground unless additional room is required for construction activities (L&D Manual Volume 3). Controlled-Access Highway (Partial Control of Access) - Every highway, street or roadway in respect to which owners or occupants of abutting lands and other persons have no legal right of access to or from the same except at such points only and in such manner as Revised July 17, 2015 October 23,

346 1500 APPENDIX Traffic Engineering Manual may be determined by the public authority having jurisdiction over such highway, street or roadway (ORC and OMUTCD). Highway right-of-way where preference is given to through traffic. In addition to access connections with selected public roads, there may be some private drive connections (L&D Manual Volume 1). Converging Roadway Separate and nearly parallel roadways or ramps which combine into a single continuous roadway or ramp having a greater number of lanes beyond the nose than the number of lanes on either approach roadways (L&D Manual Volume 1). Coordinator (Coordination Unit) A device used to interrelate the timing of one controller to others in a traffic signal system. Coordination See Signal Coordination. Crash Cushion See Attenuator. Culvert A structure which is typically designed hydraulically to take advantage of submergence at the inlet to increase hydraulic capacity. A structure used to convey surface runoff through embankments. A structure, as distinguished from a bridge, which is usually covered with embankment and is composed of structural material around the entire perimeter, although some are supported on spread footings with the streambed serving as the bottom of the culvert (L&D Manual Volume 2). Curb, Sloping Sloping curbs are designed so vehicles can cross them readily when the need arises. They are low with flat sloping faces. Total curb height should not exceed 6 inches. Formerly called Mountable Curb (AASHTO). Curb, Vertical Vertical curbs may be either vertical or nearly vertical and are intended to discourage vehicles from leaving the roadway. The curb height ranges from 6 to 8 inches (150 to 200 millimeters). Formerly called Barrier Curb (AASHTO). Cycle Any complete sequence of signal indications. Cycle Selection Switch A device which when operated discontinues automatic selection of cycle unit with associated split(s) and offset(s) and permits manual selection of another cycle unit. Daylight Reflectance The measure of daylight reflected from a pavement marking for the enhancement of visibility. Decoder A mechanism for translating a code into its various components. Decision Sight Distance The distance required for a driver to detect an unexpected or otherwise difficult-to-perceive information source or hazard in a roadway environment that may be visually cluttered, recognize the hazard or its threat potential, select an appropriate speed and path, and initiate and complete the required maneuver safely (L&D Manual Volume 1). Dedicated Lines Communication lines used solely to interconnect two or more intersections. Delayed Output The ability of a detector to delay its output for a predetermined length of time during an extended actuation. Delay Relay A detector relay which will provide an actuation only after the relay has been continuously energized for a set period of time October 23, 2002 Revised July 17, 2015

347 1500 APPENDIX Traffic Engineering Manual Demand The need for service, e.g., the number of vehicles desiring to use a given segment of roadway during a specified unit of time. Demountable Copy Sign copy made up of separate letters, digits, symbols, shields and border sections which are riveted or bolted to the sign panel and which may be readily removed. Density A measure of the number of vehicles per unit length of roadway; a measure of the concentration of vehicles usually stated as the number of vehicles per mile per lane. Department The Ohio Department of Transportation. Design Exception A document which explains the engineering and/or other reasons for allowing certain design criteria to be relaxed in extreme, unique, or unusual circumstances (L&D Manual Volume 1). Design Hour The 30 th highest hourly volume of the design year (L&D Manual Volume 1). Design Hourly Volume The total volume of traffic in the design hour, usually a forecast of peak hour volume, measured in vehicles per hour (L&D Manual Volume 1). Design Speed A selected speed used to determine the various geometric design features of the roadway (L&D Manual Volume 1). Destination Signs Signs providing distance and/or directional information to a city, village or other objective. Detections The process used to identify the presence or passage of vehicles at a specific point or to identify the presence of one or more vehicles in a specific area. Detector Modes A term used to describe the duration of detector output when a detection occurs. Diagnostic (1) Pertaining to the detection, discovery and further isolation of a malfunction or mistake; (2) A program that facilitates computer maintenance by detection and isolation of malfunctions or mistakes. Diamond Interchange The simplest and most common type of interchange, formed when one-way diagonal ramps are provided in each quadrant and left turns are provided on the minor highway (L&D Manual Volume 1). Diffuser A device to redirect or scatter the light from a source, primarily by the process of diffuse transmission. Digital Controller A controller wherein timing is based upon a defined frequency source such as a 60-hertz alternating power source. Digital Timing See Timing, Digital. Dilemma Zone The range of distances from the Stop Line within which drivers are indecisive as to whether to stop or proceed through the intersection when the traffic signal indication changes from green to yellow. Distances are dependent upon travel speed. Directional Interchange An interchange, generally having more than one grade separation, with direct connections for all movements (L&D Manual Volume 1). Direct Applied Copy Sign copy cut from sheeting material and applied to the sign surface Revised July 17, 2015 October 23,

348 1500 APPENDIX Traffic Engineering Manual by a coated adhesive. Direct Glare Glare resulting from high brightness or insufficiently shielded light sources in the field of view or from reflecting areas of high brightness. Direct Wire A communications medium which uses hardware interconnect between the transmission and reception points. Directional Detector (or Relay) A detector that is capable of being actuated only by vehicles proceeding in one specified direction. Directional Relay A relay connected with detectors and designed to actuate only when traffic has crossed the detectors in a certain direction. Disability Glare Glare which reduces visual performance and visibility and which is often accompanied by discomfort. Discomfort Glare Glare which produces discomfort. It does not necessarily interfere with visual performance or visibility. Disconnect Hanger A mounting device for quick detachment or attachment of a signal head. Distributed Control Signal System A system in which all control functions are controlled by a master controller which is connected to all local intersections under its control. The master controller is typically located at an on-street location near the local intersection it controls. The master controller is connected to a computer to enable an operator to control, monitor and produce reports from each master controller database. Divergence Angle The angle at a reflective surface between a light ray striking the surface and an observer s line of sight. Diverging Roadway Where a single roadway branches or forks into two separate roadways without the use of a speed change lane (L&D Manual Volume 1). Down Time The time during which a device is unavailable for normal operation. Drop-on Beads (Surface Applied Beads) Glass beads dispensed concurrently with wet or molten marking material placement so that the beads are held on the surface to provide instantaneous retroreflectorization. Dual Entry See Entry, Dual. Dual-ring Controller A controller containing two interlocked rings which are arranged to time a preferred sequence and to allow concurrent timing of both rings, subject to the restraint in the Barrier (Compatibility Line). Dummy Interval A redundant interval in the cam switching mechanism incorporated so as to allow the total number of intervals in the cycle to correspond integrally with the total number of intervals provided on the cam switching mechanism. Dwell See Rest. Edge of Traveled Way The intersection of the mainline pavement with the treated or turf shoulder or the curb and gutter (L&D Manual Volume 1). Electromechanical Controller A controller which is characterized by electrical circuits using relays, step switches, motors, etc October 23, 2002 Revised July 17, 2015

349 1500 APPENDIX Traffic Engineering Manual Electromechanical Electronic Controller A controller combining electromechanical components and electronic timing circuits comprised of vacuum electronic tubes, resistors, capacitors and inductors, etc. Emergency-Traffic Signal A special adaptation of a traffic control signal to obtain the rightof-way for an authorized emergency vehicle. Encoder A device which converts data into a form for transmission over the communication link between two points in a system. Entrance Ramp Approach Signs Signs at a freeway or expressway interchange providing state route identification and directional information. Entry, Dual A mode of operation (in a dual-ring controller) in which one phase in each ring must be in service. If a call does not exist in a ring when it crosses the barrier, a phase is selected in that ring to be activated by the controller in a predetermined manner. Entry, Single A mode of operation (in a dual-ring controller) in which a phase in one ring can be selected and timed alone if there is no demand for service in a non-conflicting phase on a parallel ring. Epoxy Markings A mixture of epoxy resin and polymeric curing agent blended in a nozzle and spray applied to the pavement. Expressway As noted in OMUTCD Section 1A.13 and ORC (ZZ), for purposes of the traffic control standards, a divided, arterial highway for through traffic with full or partial control of access with an excess of fifty percent of all crossroads separated in grade. For design purposes (L&D Manual Volume 1), a divided, arterial highway with full or partial control of access and generally with grade separations at major intersections. Extendible Portion (Extensible Portion) That portion of the green interval on an actuated phase following the initial portion which may be extended by traffic actuations. Extension Detector A detector that is arranged to register actuation at the controller only during the green interval for that approach so as to extend the green time of the actuating vehicles. Extension Interval (Gap) The timing interval during the extendible portion which is resettable by each detector actuation. The green right-of-way of the phase may terminate on expiration of the unit extension time. Extension Limit See Limit, Extension. Extruded Markings Pavement markings applied in a plastic state by means of a shaping die. Extrusheet Sign See Sign, Extrusheet. Field Terminal Blocks - See Terminal Blocks, Field. Filament The electrical resistance element heated to incandescence by electric current. Fill Slope See Foreslope. Filler An ingredient adding bulk to the formulations of pavement marking materials. Revised July 17, 2015 October 23,

350 1500 APPENDIX Traffic Engineering Manual Flash Control Switch See Switch, Flash Control. Flasher Controller A complete electrical mechanism with cabinet for flashing a traffic signal or beacon. Flatsheet Sign See Sign, Flatsheet. Footcandle (fc) The unit of illumination when the foot is the unit of length; the illumination on a surface one square foot in area on which there is a uniformly distributed flux of one lumen. It equals one lumen per square foot. Footlambert (fl) The unit of brightness equal to the uniform brightness of a perfectly diffusing surface emitting or reflecting light at the rate of one lumen per square foot. On a roadway, it equals the illumination in footcandles multiplied by the reflection factor of the surface. Force Account The direct performance of highway construction work by a highway agency, a railroad company or a public utility company by use of labor, equipment, materials and supplies furnished by them and used under their direct control. For a construction project, force account is defined as a basis of payment for the direct performance of highway construction work with payment based on the actual cost of labor, equipment and materials furnished. Force Off A command to the controller that will force the termination of the current right-ofway interval during the extendible portion. Force Skip See Omit, Phase. Foreslope The slope from the edge of the graded shoulder to the bottom of the ditch. Also, called Fill Slope (L&D Manual Volume 1). Freeway As noted in OMUTCD Section 1A.13 and ORC (YY), for traffic control purposes, a divided multi-lane highway for through traffic with all crossroads separated in grade and with full control of access. For design purposes (L&D Manual Volume 1), an expressway with full access control and no at-grade intersections. Full-Actuated Controller A type of actuated controller in which means are provided for traffic actuation on all approaches to the intersection. Full-circle Tunnel Visor A visor which encircles the entire lens. Functional Classification The grouping of highways by the character of service they provide (L&D Manual Volume 1). Fuse Plate See Plate, Fuse. Gap, Maximum The maximum time on volume-density timed controllers allotted for vehicles to proceed through the intersection. The interval portion is decreased to a fixed minimum in proportion to traffic demands. Gap, Minimum The lower limit to which the extendible portion of the extension time may be decreased on volume-density timed controllers. Gap Reduction A feature in volume-density controllers whereby the unit extension in the phase having the green is reduced in the extendible portion of the interval in proportion to the October 23, 2002 Revised July 17, 2015

351 1500 APPENDIX Traffic Engineering Manual time vehicles have waited on the phase(s) having the red. General Notes A portion of a highway plan containing those plan notes required to clarify construction items not adequately covered by the specifications or plan details (L&D Manual Volume 3). General Summary A portion of a highway plan used to summarize the total estimated quantities with complete pay item descriptions, item numbers and funding splits (L&D Manual Volume 3). Generic (or Generic Bid) Specified by a generalized material or performance specification without reference to a manufacturer s brand name or registered trademark. Generic Motorist Service Signing Symbolic or word message signs in the OMUTCD which indicate the type of service, but not the specific name of the facility. Glare The sensation produced by brightnesses within the visual field that are sufficiently greater than the luminance to which the eyes are adapted to cause annoyance, discomfort, or loss in visual performance and visibility. Glare Screen A device used to shield a driver s eye from the headlights of an oncoming vehicle (L&D Manual Volume 1). Glare Shield A nonreflective vertical extension of a sign designed to mask the direct rays of sign lighting fixtures from the eyes of drivers approaching on the opposing roadway. Glass Beads Small spheres which, when exposed on a pavement marking surface, act as refracting and reflecting elements which return light back to its source. Glint The reflection of light from a specular surface. Gradation The classification of particle size distribution of dry material as determined by the passage or retention of portions of a specimen on standard sieves. Graded Shoulder The area located between the edge of the traveled way and the foreslope (L&D Manual Volume 1). Green Interval (Right-of-way) The operation of a controller in causing traffic signals to display indications permitting vehicles or pedestrians to proceed in a lawful manner in preference to other vehicles or pedestrians. Ground-Mounted Support See Support, Ground-Mounted. Headlight Sight Distance The stopping sight distance required on an unlighted sag vertical curve (L&D Manual Volume 1). Headwall The structural appurtenance placed at the open end of a pipe to control an adjacent highway embankment and protect the pipe end from undercutting (L&D Manual Volume 2). Hiding Power The degree of opaqueness of a marking in masking underlying pavement shades. Hinge Plate See Plate, Hinge. Hold A command to the signal controller which causes it to retain the existing right-of-way interval. Revised July 17, 2015 October 23,

352 1500 APPENDIX Traffic Engineering Manual Horizontal Sight Distance The sight distance available in consideration of various horizontal alignment features, such as, degree of curvature and the horizontal distance to roadside obstructions (L&D Manual Volume 1). Hybrid Control Signal System Incorporates features of both the Centralized and Distributed Control Signal Systems. Illumination (Illuminance) (E) The density of luminous flux incident on a surface; the quotient of the flux divided by the area of the surface, when the flux is uniformly distributed. Impact Resistance The toughness of a material in resisting deformation and fracture due to a striking blow. Incident An unplanned occurrence which restricts traffic flow. Incident Management Practices used to help mitigate the effects of incidents. Indicator Lights Visual aids showing actuations and timing of intervals or phases on a controller for the purpose of programming inspection and maintenance. Initial Portion The first timed portion of the green interval in an actuated controller. Inlaid Markings Markings of preformed material pressed into the surface of newly placed asphalt concrete pavement. In-mixed Beads (Premixed Beads) Glass beads distributed uniformly through a pavement marking material to provide continuous retroreflectorization as the material wears away. Interconnect The traffic signal communication network connecting the system master with local intersection controllers. Interconnected Controller A controller which operates traffic signals under the supervision of a master controller. Interface A common boundary at which two separate systems or portions of each join or interact. An interface can be mechanical, as in adjoining hardware surfaces, or it can be electrical, as in signal level transformation points. Moreover, it can also refer to human and machine interface and the interaction between man and computer. Interlock A feature of electromechanical controllers which maintains the timing dial in step with the camshaft. Intersection Sight Distance (ISD) The sight distance required within the corners of intersections to safely allow a variety of vehicular maneuvers based on the type of traffic control at the intersection (L&D Manual Volume 1). Interstate Those roadways on the Federal System which have the highest design speeds and the most stringent design standards (L&D Manual Volume 1). Interval Sequence The order of appearance of signal indications during successive intervals of a cycle. Interval Sequence Chart A chart designating the order in which the phases of a cycle occur and the associated signal display for each interval. Item Code A nine-digit character used to catalogue pay item descriptions (L&D Manual Volume 3) October 23, 2002 Revised July 17, 2015

353 1500 APPENDIX Traffic Engineering Manual Item Master A list of acceptable item codes and their corresponding pay item descriptions and units of measure (L&D Manual Volume 3). Jack A receptacle in a controller cabinet in which a plug-in device may be inserted. Lamp The part of the optical unit which, when energized electrically, provides the optical unit light source. Lamp Lumen Depreciation Factor (LLD) The multiplier to be used in illumination calculations to relate the initial rated output of light sources to the anticipated minimum rated output based on the relamping program to be used. Lateral Clearance The distance measured horizontally from the edge of traveled way to the face of an object (parapet, abutment, pier, wall, etc.) (L&D Manual Volume 1). Lead-in Cable The electric cable which serves to connect the sensor to the input of the detector unit. Legal Speed The legislated or agency authorized maximum speed limit of a section of roadway (L&D Manual Volume 1). Also see ORC Level of Service (LOS) A qualitative measure describing the operational flow of traffic (L&D Manual Volume 1). Light A form of radiant energy (such as emitted by the sun). For purpose of illuminating engineering, the energy is evaluated according to its capacity to produce visual sensations. Measurements are based upon a unit of luminous intensity equal to the light emitted by a Astandard candle@ in a horizontal direction. Light Center Length (L.C.L.) The dimension, in inches from the center of the filament to the top of the base (including solder on the base eyelet). Light Sensitive Detector A detector that uses a light-sensitive device for sensing the passage of an object interrupting a beam of light directed at the sensor. Light Pole A support provided with necessary internal attachments for wiring and external attachments for bracket and luminaire. Limit, Extension The maximum time of the extendible portion for which actuations on any traffic phase may retain the right-of-way after actuation on an opposing traffic phase. Limit, Maximum The maximum green time after an opposing actuation, which may start in the initial portion. Limited Access (Full Control of Access) Highway right-of-way where rights of access of properties abutting the highway are acquired, such that all access to and from the highway are prevented except at designated locations (L&D Manual Volume 1). Limited Presence Mode Detector output continues for a limited period of time if vehicles remain in field of influence. Load Switch A device used to switch power to the signal lamps. Local Technical Assistance (LTAP) Program LTAP, or Technology Transfer (T2) Centers have been established in each of the states to provide for the transfer of transportation technology and technical assistance to rural and local governments. The mission of the Ohio LTAP Center is to provide training, technical assistance, advice and other resources to Ohio's local governments, which include cities, counties, townships and Revised July 17, 2015 October 23,

354 1500 APPENDIX Traffic Engineering Manual villages. The Ohio LTAP Center is funded through the FHWA and ODOT. Local Intersection Controller The complete electrical mechanism mounted in a cabinet for controlling signal operation by selecting and timing the various signal head displays. The local intersection controller is located at the individual intersection site. Local Road A functional classification used for rural roadways whose primary function is to provide access to residences, businesses or other abutting properties (L&D Manual Volume 1). Local Street A functional classification used for urban roadways whose primary function is to provide access to residences, businesses or other abutting properties (L&D Manual Volume 1). Logo Sign Panel A retroreflectorized sign mounted on the Specific Service Sign showing the trademark logo, non-trademark logo, legend message or combination thereof for a motorist service available on a crossroad at or near an interchange. Logo Program The Ohio Logo Signing Program, also known as the Specific Service Sign Program, permits eligible businesses which provide gas, food, lodging, or camping services to drivers to have their logos placed on specific service (logo) signs. See Part 2 for additional information. Longitudinal Joint A pavement joint, in the direction of traffic flow, used to control longitudinal cracking on a rigid pavement or the joint formed between adjacent passes of a paver on a flexible pavement (Pavement Design & Rehabilitation Manual). Loop Detector A detector that senses a change of inductance of its inductive loop sensor caused by the passage or presence of a vehicle near the sensor. Lumen (lm) The unit of luminous flux; equal to the flux in a unit solid angle (one steradion) from a uniform point source of one candela. Traffic signal lamp output is rated in lumens. Luminance (brightness) RATIO The ratio between the luminances of any two areas in the visual field. Luminaire The complete lighting unit consisting of a lamp or lamps together with the parts designed to distribute the light, to position and protect the lamps, and to connect the lamps to the power supply. Luminaire Dirt Depreciation Factor (LDD) The multiplier to be used in illumination calculations to relate the initial illumination provided by clean new luminaries to the reduced illumination that they will provide due to direct collection on the luminaires at the time at which it is anticipated that cleaning procedures will be instituted. Luminaire Efficiency The ratio of the luminous flux leaving a luminaire to that emitted by the lamp or lamps used therein. Luminaire Support A bracket or mast arm attachment to a lighting pole from which a luminaire is suspended. Magnetic Detector A detector that senses changes in the earth s magnetic field caused by the movement of a vehicle near its sensor. Magnetometer Detector A detector that measures the difference in the level of the earth s magnetic forces caused by the passage or presence of a vehicle near its sensor. Maintenance Factor (MF) The product of the lamp lumen depreciation factor and the October 23, 2002 Revised July 17, 2015

355 1500 APPENDIX Traffic Engineering Manual luminaire dirt depreciation factor (MF = LLD x LDD). Manual Operation The operation of a controller assembly by means of a hand-operated device(s) (manual pushbutton). Manual Pushbutton An auxiliary device for hand operation of a controller. Mast Arm A structural support over the roadway extending from a pole, for the purpose of supporting signal heads. Mast Arm, Flexible Mount A mast arm mount where the signal head is attached to the mast arm by a flexible joint and connector to permit free swinging between the signal and the mast arm. Mast Arm, Rigid Mount A mast arm mount where the signal head is rigidly affixed to the mast arm to prevent any relative movement between the signal and the arm. Master Control Centrally located equipment designed to supervise a number of intersections and used to select programs on secondary control equipment to best suit traffic needs. Master Controller An automatic device for supervising a system of secondary controllers, maintaining definite time interrelationship, selecting among alternate available modes of operations or accomplishing other supervisory functions. Master Coordinator A coordinator used to provide synchronization and selection of programs on secondary coordinators or pretimed controllers to maintain a traffic system. Master-secondary Controller A controller for operating a traffic signal and for providing supervision of other interconnected (secondary) controllers. Maximum Green The maximum time right-of-way can be extended by actuation on a phase provided an actuation has been registered on a conflicting phase. Maximum Initial Portion The limit of the computed initial portion on volume density timed controllers. Maximum Limit See Limit, Maximum. Memory, Locking The retention of an actuation for future utilization by the controller. Memory, Nonlocking A mode of actuated-controller operation which does not require detector memory. Mercury Vapor Luminaire A lighting unit containing a mercury vapor lamp mounted within a housing with a metal frame, glass lens and a reflector. Microprocessor A device which uses the flexibility of computer electronics on a limited scale. Microprocessors are basically microminiaturized CPUs (Central Processing Units). Minimum Green (1) The shortest time for which the right-of-way shall be given to a nonactuated phase; (2) The shortest time for which the right-of-way shall be given to an actuated phase provided an actuation has been registered for that phase. Minimum Initial Lumens A minimum value of initial light output below which no more than a specified percentage of individual lamps will be permitted. Minimum Initial Portion (Fixed Initial Portion) A fixed preset first interval portion of the (July 17, 2015) October 23,

356 1500 APPENDIX Traffic Engineering Manual right-of-way on volume-density controllers. Minor Movement Controller A device that can be used with a controller unit to provide subordinate phase timing. Modular Equipment which is designed such that functional sections are plug-in circuit boards and can be readily exchanged with similar units. Modular Controller, by Function Controllers constructed so that additional functional capabilities may be provided by the addition of hardware modules. A single module provides a function(s) for one or more phases in the controller. Modular Controller, by Phase A controller constructed so that each timing module is associated with only one independent phase. The addition or removal of modules associated with one phase will not affect the operation of the controller with respect to the other phases. Motorist Services Signing for the LOGO program (gas, food, lodging or camping), emergency hospitals, generic motorist services (gas, diesel, food, lodging, camping), tourist information centers, law enforcement agencies and motorist assistance. Mountable Curb see Curb, Sloping. Mounting Height (MT. HT.) The vertical distance in feet between the roadway surface and the center of the light source in the luminaire. Movement The travel direction and destination of a lane or lanes of vehicles at an intersection, i.e. left turn, through or right turn. Multiplexing A communications technique which allows more than one item of information to be transmitted or received at essentially the same time. Municipal Corporation A city or village. National Committee on Uniform Traffic Control Devices (NCUTCD) A private organization of 150 to 200 experts who are involved in the daily operation of highways or streets. The committee meets twice a year to discuss proposed changes to the national MUTCD, develop comments, and submit them to FHWA for consideration. Its current members are employees of State and local agencies directly involved with traffic engineering activities, or representatives of other organizations who have a major interest in traffic control issues. National Electrical Manufacturers Association (NEMA) A national association of signal equipment and electrical component manufacturers that has produced specification standards on traffic signal control equipment to promote compatibility and interchangeability of signal equipment among different manufacturers. No-Tracking Condition The degree of solidification of a newly applied marking at which no pickup by vehicle tires occurs. Noise Random variations of one or more characteristics of any entity such as voltage, current and data. Generally tending to interfere with the normal operation of a device or system. Non-actuated Phase A controller phase with no means for receiving actuations from vehicles and pedestrians. Non-conflicting Phases Two or more traffic phases which will not cause interfering traffic movements if operated concurrently October 23, 2002 Revised July 17, 2015

357 1500 APPENDIX Traffic Engineering Manual Nonadjustable Signal (Fixed-faced Signal) A signal having the faces mounted in a casting so that the indications are presented as a fixed angle. Noninterconnected (Isolated) Controller A controller for operating traffic signals not under master supervision. Normal Design Criteria The criteria used for the design of new or reconstructed projects (all projects that do not qualify as 3R) (L&D Manual Volume 1). Object Marking A marking intended for use on obstructions within or adjacent to the roadway. Occupancy The percentage of roadway occupied by vehicles at an instant in time. In general use it is a measurement based upon the ratio of vehicle presence time (as indicated by a presence detector) over a fixed period of total time. ODOT-maintained Highways All highways under ODOT s jurisdiction for which ODOT has responsibility for the maintenance. Offset The number of seconds or percent of the cycle length that a defined time-reference point (normally the start of major street green) at a traffic signal occurs after the timereference point of a master controller or an adjacent traffic signal. Offset Interrupter A device which will distribute over two or more cycles the time required for large offset changes. Offset Selection Choosing one of several possible offsets manually or automatically either by time of day or in response to some directional characteristic of traffic flow. Omit, Phase (Special Skip, Force Skip) A command that causes omission of a phase due to lack of an actuation on that phase. Open-bottom Tunnel Visor A visor which encircles the entire lens except a segment equal to approximately 2 inches of circumference at the bottom of the lens. Optical Unit An assembly of lens, reflector, light source, and other components if required, with the necessary supporting parts to be used for providing a single indication. Optically Programmed Signal A signal head containing optical units projecting an indication which is selectively veiled as to be visible only within desired viewing boundaries. Overall Length (O.L.) The total distance from the tip of the bulb to the tip of the base, including solder on the base eyelet (does not apply to PAR type lamps). Overlap A right-of-way indication when the right-of-way is assigned to two or more traffic phases. Overlay Sign See Sign, Overlay. Overpass Structure-Mounted Support See Support, Overpass Structure-Mounted. Panel A board within the controller cabinet upon which are mounted field terminals, fuse receptacles or circuit breakers and other portions of the controller assembly not included in the controller unit or auxiliary devices. Parking Control Zone Part of a roadway in which parking is legally prohibited, restricted or regulated, as indicated by Regulatory Signs, pavement or curb markings. Revised July 17, 2015 October 23,

358 1500 APPENDIX Traffic Engineering Manual Passage (Passage Time) (1) The time allowed for a vehicle to travel at a given speed from the detector to the nearest point of conflicting traffic; (2) A term functionally equal to and often used interchangeably with Unit Extension. Passage Detection The ability of a vehicle detector to detect the passage of a vehicle moving through the detection zone and to ignore the presence of a vehicle stopped within the detection zone. Passing Sight Distance - The visible length of highway required for a vehicle to execute a normal passing maneuver as related to design conditions and design speed (L&D Manual Volume 1). Pattern A unique set of traffic parameters (cycle, split and offset) associated with each signalized intersection within a predefined group of intersections (a section or subzone). Pavement Edge (Edge of Pavement) See Edge of Traveled Way. Peak Hour The maximum traffic volume hour of the day (L&D Manual Volume 1). Pedestal A vertical support on top of which the signal or controller cabinet is mounted. Pedestal Mount A signal head or controller cabinet mounted on top of a pedestal. Pedestrian-Actuated Controller A controller in which intervals such as pedestrian Walk and clearance intervals can be added to or included in the controller cycle by the actuation of a pedestrian detector (pushbutton). Pedestrian Facilities A general term denoting improvements and provisions made to accommodate or encourage walking. Pedestrian Phase A traffic phase allocated to pedestrian traffic which may provide a rightof-way pedestrian indication either concurrently with one or more vehicular phases or to the exclusion of all vehicular phases. Pedestrian Recycle Any start of pedestrian service after the start of the associated phase GREEN. Phase Those right-of-way and clearance intervals in a cycle assigned to any independent movement(s) of vehicle traffic or pedestrians. Phase Diagram A diagram illustrating the sequence of phases at an intersection with movement arrows indicated for each phase and showing overlaps, concurrent timing, etc. Phase Omit See Omit, Phase. Phase Overlap Refers to a phase which operates concurrently with one or more other phases. Phase Sequence (1) The order in which a controller cycles through all phases; (2) A predetermined order in which the phases of a cycle occur. Photoelectric Control An automatic switch controlled by ambient skylight intensity to turn sign or highway lighting on or off according to the changes of night or day. Pigment Fine solid insoluble particles which impart color and hiding power to the formulation of marking materials October 23, 2002 Revised July 17, 2015

359 1500 APPENDIX Traffic Engineering Manual Plan Insert Sheet See TEM Chapter 104. Plate, Fuse In breakaway connections, a plate with notches for torqued bolts positioned over the point where the beam is sawed so that under vehicle impact the bolts will slip out of the notches to allow the beam to bend at the hinge plate on the opposite side. Plate, Hinge In breakaway connections, a plate positioned on the opposite side of the beam from the fuse plate and which bends under vehicle impact. Play A term used by ODOT to describe a preplanned detour route. Playbook A set of preplanned detour routes. Point Detection The detection of a vehicle as it passes a point or spot on a street or highway. Polyester Markings A mixture of polyester resin and catalyst applied by intermingling sprays to the pavement. Post-Type Support See Support, Post-Type. Power Line Switch See Switch, Power Line. Preferred Sequence The normal order of signal phase selection within a ring with calls on all phases. Preemption Control The transfer of the normal control of signals to a special control mode which may be required by railroad trains at crossings, emergency vehicles, mass transit equipment or other special needs. Preemption Emitter A device located on an approaching vehicle that emits a signal that, when detected by the preemption receiver, will change the normal operation of the traffic signals to provide a special sequence of signal displays for the approaching vehicle. The emitters have typically used optics, sound or radio as the signaling form. Preemption Receiver A device located at the signalized intersection that receives the preemption emitter signal from an approaching vehicle. In conjunction with a phase selector in the controller cabinet, the received signal causes the intersection controller to change to a predetermined signal display for the approaching vehicle. Preformed Material Flexible tape and sheet materials applied to the pavement by an adhesive. Premarking The procedure whereby the planned location of pavement marking is referenced or established by offset guide lines to assure correct placement. Premixed Beads See In-Mixed Beads. Presence Detection The ability of a vehicle detector to sense that a vehicle, whether moving or stopped, has appeared in its field. Pressure Sensitive Detector A detector that is capable of sensing the pressure of a vehicle passing over the surface of its sensor. Pretimed Controller A controller for the operation of traffic signals with predetermined and fixed cycle length(s), interval duration(s) and interval sequence(s). Probe The sensor form that is commonly used with a magnetometer-type detector. Revised July 17, 2015 October 23,

360 1500 APPENDIX Traffic Engineering Manual Program Selection The process of selecting the appropriate program for a given set of conditions. It can be accomplished manually or automatically either by time-of-day or in response to some characteristic or traffic flow. Program Selection The process of selecting the appropriate program for a given set of conditions. It can be accomplished manually or automatically either by time-of-day or in response to some characteristic or traffic flow. Programmable Read Only Memory (PROM) A device that stores data which cannot be altered by computer instructions. Data is stored ( burned ) into this device externally by an electronic process. Some PROMs can be erased and programmed through special physical processes. Proprietary Item (or Proprietary Bid) Specified by reference to a single manufacturer s brand name or registered trademark. PS&E (Plans, Specifications & Estimate) A step between plan completion and construction in which ODOT obtains federal authorization to proceed to advertise for receipt of bids. Pulse Mode Detector produces a short output pulse when detection occurs. QuickClear An incident management program aimed at increasing safety for first responders, decreasing delay to the motoring public and minimizing the overall impact of incidents. Radar Detector A detector that is capable of sensing the passage of a vehicle through its field of emitted microwave energy. Radio Interference Suppressor A device inserted in the power line in the controller cabinet that minimizes the radio interference transmitted back into the power supply line, which interference may be generated by the controller unit or other mechanism in the cabinet. Rake The initial adjustment of a strain pole out of plumb so that it will be drawn to a vertical position under the span wire tensioning. Random Access Memory (RAM) A storage device with both read and write capabilities which will allow random access to stored data. Rated Initial Lumens The average amount of luminous flux (light) produced by a statistically acceptable sample of lamps on operation at rated voltage after having been seasoned to one-half to one percent of rated life. Rated Life The (arithmetic mean) average of burning hours for a sample number of lamps operated at rated volts and defined operating conditions. Rated Voltage The nominal or design operating voltage of the lamp; the voltage at which rated watts, lumens and life are determined. Rated Watts The average initial power (watts) consumed when the lamp is operated at rated volts. Read Only Memory (ROM) A storage device not alterable by computer instructions, e.g., magnetic core storage with a lockout feature or punched paper tape. ROM requires a masking operation during production to permanently record programs or data patterns in it. ROM is synonymous with nonerasable storage, permanent storage and read-only storage October 23, 2002 Revised July 17, 2015

361 1500 APPENDIX Traffic Engineering Manual Recall An operational mode for an actuated intersection controller whereby a phase, either vehicle or pedestrian, is displayed each cycle whether demand exists or not. This is usually a temporary or emergency situation. Recall, Maximum Vehicle With the control activation, right-of-way is returned to the phase for the maximum green limit once during each cycle without the necessity for an actuation. Recall, Minimum Vehicle With the control activation, right-of-way is returned to the phase once during each cycle without the necessity of an actuation. Timing is for at least an initial interval portion and may be extended by succeeding vehicles. Recall, Pedestrian With the control activation, pedestrian walk and clearance intervals for the phase are timed once during each cycle without the necessity of a pushbutton actuation. Recall Switch - A manual switch which shall cause the automatic return of the right-of-way to a normally actuated phase regardless of the absence of actuation on that phase. Reflector A device used to redirect the luminous flux from a source by the process of reflection Reflectorization The enhancement of the night visibility of pavement markings by means of reflective glass beads. Reflector Unit A thin plastic unit with rear surface indented so as to redirect light by reflection. Refraction The process by which the direction of a ray of light changes as it passes obliquely from one medium to another in which its speed is different. Refractor A device used to redirect the luminous flux from a source or a reflector, primarily by the process of refraction Responsive Mode A system operation wherein the selection of signal timing programs is based on current traffic data as input by vehicle sensors within the network. Rest The interval portion of a phase when present timing requirements have been completed. Resurfacing, Restoration and Rehabilitation (3R) Improvements to existing roadways, which have as their main purpose the restoration of the physical features (pavement, curb, guardrail, etc.) without altering the original design elements (L&D Manual Volume 1). Resurfacing, Restoration, Rehabilitation and Reconstruction (4R) Much like 3R, except that 4R allows for the complete reconstruction of the roadway and alteration of certain design elements (i.e., lane widths, shoulder widths, Stopping Sight Distance, etc.) (L&D Manual Volume 1). Reverse Screen A silk screen with openings such that the sign background is deposited and the legend is not. Rigid Overhead-Type Support See Support, Rigid Overhead-Type. Roadside The area between the outside edge of the graded shoulder and the right-of-way limits (L&D Manual Volume 1). Roadway As noted in OMUTCD Section 1A.13 and ORC (EE), for traffic control purposes, that portion of a highway improved, designed, or ordinarily used for vehicular travel, except the berm or shoulder. If a highway includes two or more separate roadways the Revised July 17, 2015 October 23,

362 1500 APPENDIX Traffic Engineering Manual term roadway means any such roadway separately but not all such roadways collectively. For design purposes (L&D Manual Volume 1), the portion of a highway, including shoulders, for vehicle use. Route Markers Signs which display a Township, County, State, U.S. or Interstate Route number or Bicycle Symbol, designed to be displayed alone or in an assembly, used to identify and mark numbered highway routes; includes various auxiliary markers used in junction assemblies, route turn assemblies and directional assemblies, etc.; also includes signs which incorporate cardinal direction and/or directional information in the body of the sign. Route Shields Signs which display a Township, County, State, U.S. or Interstate Route number, designed to be affixed to Guide Signs. Sag The amount of deflection at the lowest point of span wire used for the mounting of signal heads. Sampling Detector Any type of vehicle detector used to obtain representative traffic flow information. Sealing Primer A coating applied to surface areas prior to the placement of pavement markings to obtain proper adhesion. Secondary Controller (Slave) A controller which operates traffic signals under the supervision of a master controller. Secondary Coordinator A device used to supervise the cycle of an associated traffic actuated controller to permit synchronization and operation allowing passage of platoons of vehicles in a progressive traffic system. Semi-Actuated Controller A type of actuated controller in which means are provided for traffic actuation on one or more but not all approaches to the intersection. Sensor The sensing element of a detector. Sequential Timing See Timing, Sequential. Serviceable Conflicting Call A call which: (1) Occurs on a conflicting phase not having the right-of-way at the time the call is placed; (2) Occurs on a conflicting phase which is capable of responding to a call; or (3) When occurring on a conflicting phase operating in an occupancy mode, remains present until given its right-of-way. Service Road Sometimes referred to as a Frontage Road or Access Road, it is a roadway, generally running parallel to the mainline, which provides access to commercial, residential or farm areas (L&D Manual Volume 3). Shared-Use Path a bikeway outside the traveled way and physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-ofway or within an independent alignment. A shared-use path also may be used by pedestrians, including skaters, joggers, users of manual and motorized wheelchairs, and other authorized motorized and non-motorized users (ORC (PPP) and OMUTCD). The L&D Manual Volume 1 also says that this is a facility physically separated from motor vehicle traffic by an open space or barrier, either within the highway right-of-way or within an independent right-of-way. Shared use paths may be used by a mix of non-motorized users such as bicyclists, walkers, runners, wheel chair users and skaters October 23, 2002 Revised July 17, 2015

363 1500 APPENDIX Traffic Engineering Manual Sheeting A flexible film of synthetic resin in various colors. The film of retroreflective sheeting encapsulates a layer of glass spheres or cube-corner prisms to redirect light by retroreflection. The film of nonretroreflective sheeting does not contain retroreflective elements. Side Mount A signal mounting arrangement where the signal head is mounted parallel to the vertical axis of a pole. Sign, Extrusheet A sign assembled of horizontal sections formed of aluminum sheet and spot welded extrusions, covered with sheeting and bearing a legend. Sign, Flatsheet A sign cut from a single sheet of material into the proper geometrical shape, covered with sheeting and bearing a legend. Sign, Overlay A sign which is fastened over an extrusheet sign and which consists of a sheet of material covered with sheeting and with or without copy. Signal Circuit Contact See Contact, Signal Circuit. Signal Shut-Down Switch See Switch, Signal Shut-Down. Signal System, Centralized Control See Centralized Control Signal System. Signal System, Distributed Control See Distributed Control Signal System. Signal System, Hybrid Control See Hybrid Control Signal System. Single-ring Controller A controller containing two or more sequentially timed and individually selected conflicting phases so arranged as to occur in an established order. Skip Phasing The ability of a controller to omit a phase from its cycle of operation in the absence of demand or as directed by a master control. Silk Screened Copy The copy deposited on the surface of a flatsheet sign by the transmission of paste through silk screen openings. Silk Screen Paste, Opaque A viscous paint used to form the legend on a flatsheet sign by the silk screen method. Silk Screen Paste, Transparent A fluid used to form a transparent colored background (or copy) on the reflective sheeting of a flatsheet sign by the silk screen method. Single Entry See Entry, Dual. Skins Undesirable fragments of solidified marking material. Slipfitter A mounting bracket which is used on the top of a pedestal. Softening Point The temperature at which a solid material exhibits a condition of plasticity while being heated. Solid Spreader See Spreader, Solid. Solid State Device a device characterized by electrical circuits, the active components of which are semiconductors to the exclusion of electromechanical devices or vacuum tubes. Sonic Detector A detector that is capable of sensing the presence of a vehicle through its field of emitted ultrasonic energy. (July 17, 2015) October 23,

364 1500 APPENDIX Traffic Engineering Manual Span Support See Support, Span. Span Wire Hanger A mounting bracket for supporting a signal head by clamping onto a span wire. Span Wire Mount A signal head suspended over the roadway on messenger wire. Span Wire Support See Support, Span Wire. Special Skip See Omit, Phase. Specific Service Sign A rectangular sign panel that includes: the words GAS, FOOD, LODGING or CAMPING, directional information, and one or more logo sign panels. Specific Service Sign Program (Logo Program) The Ohio Logo Signing Program (see TEM Section and OMUTCD Chapter 2J). Speed, Legal See Legal Speed. Speed Zoning The process of establishing reasonable and safe speed limits for sections of roadway where the statutory speed limits do not fit the road and traffic conditions. Speed Zones are intended to aid motorists in adjusting their speeds to those conditions. See ORC and TEM Part 12. Split A division of the cycle length allocated to each of the various phases (normally expressed in percent). Split Phase That portion of a traffic phase that is separated from the primary movement to provide a special phase that is related to a parent phase and characterized by the inability to rest in a minor phase. Split Selection Switch A device on solid state controller units which when operated discontinues automatic selection of split changes which are independent of cycle length changes and permits hand selection of such split changes. Spray Applied Markings Pavement markings applied in the form of liquid droplets by means of a pressurized nozzle. Spreader, Solid A signal bracket having solid arms radiating from a hub through which wiring can be passed to provide electrical interconnection of the signal faces supported by the signal bracket. Spreader, Tubular A signal bracket having tubular arms radiating from a hub through which wiring can be passed to provide electrical interconnection of the signal faces supported by the signal bracket. Staged Review Process A series of review submissions at various stages in the design process (L&D Manual Volume 3). Standard Construction Drawings Detail drawings, identified by a specific number, published by ODOT, of items which are frequently used in plans and would otherwise require redrawing for each plan and have been pre-approved for general use (L&D Manual Volume 3). Also see TEM Chapter 102 for further information. Standard Pay Item An item whose requirements are defined by the Standard Construction Drawings and the Construction and Materials Specifications or Supplemental Specifications (L&D Manual Volume 3) October 23, 2002 Revised July 17, 2015

365 1500 APPENDIX Traffic Engineering Manual Station A point or position on a measured line using 100-foot increments as a base of reference (L&D Manual Volume 3). Straight Line Distance (SLD) Distance based on the centerline of the roadway as measured from the western or southern county line or other true beginning (L&D Manual Volume 3). Stopping Sight Distance (SSD) The cumulative distance traversed from the time a driver sees a hazard necessitating a stop, actually applies the brakes, and comes to a stop (L&D Manual Volume 1). Strain Pole A vertical support to which messenger wire and hardware are attached for supporting traffic signals. Stop Timing Provision within a controller to suspend timing operation upon assertion of an external command. Superelevation The cross-slope of the pavement used to compensate for the effect of centrifugal force on a horizontal curve (L&D Manual Volume 1). Supplemental Specifications Detailed specifications for items which are in the development stage or are used only occasionally. These specifications supplement or supersede the Construction and Material Specifications (L&D Manual Volume 3). Support, Beam-Type A ground-mounted support consisting of flanged steel beams embedded in concrete. Support, Breakaway Beam-Type A ground-mounted support consisting of flanged steel beams with a slip-plane joint near the ground line, with the lower stub embedded in concrete and the sign bearing portion containing a fuse and hinge plate near the lower edge of the sign. Support, Cantilever An overhead support consisting of a single vertical tubular member with attached arms at one side which may be single or dual. Support, Center-Mount A support which may be semi-overhead or of traffic clearing overhead height consisting of a single vertical tubular member with attached arms which may be symmetrical or eccentric to the vertical member. Support, Ground-Mounted Single or multiple posts or beams driven into the earth or embedded in concrete for the support of signs. Support, Overpass Structure-Mounted A skewed or flush-mounted support for attaching signs to an overpass structure, the type being determined by the overpass angle to the roadway. Support, Post-Type A ground-mounted support of steel single channels, channels bolted back to back, or square tubes, and normally driven into the earth. Support, Rigid Overhead-Type Support for a major sign or signs mounted on anchor bolt foundations and located off the berm or spanning the roadway. Support, Span A rigid overhead support spanning the roadway consisting of a box truss supported by single plane truss end frames. Support, Span Wire A support consisting of span wires connected to roadside strain poles mounted on anchor bolt foundations or embedded in concrete. Revised July 17, 2015 October 23,

366 1500 APPENDIX Traffic Engineering Manual Switch, Auto-Manual A device which, when operated, discontinues normal signal operation and permits manual operation. Switch, Flash Control A device which, when operated, discontinues normal signal operation and causes the flashing of any predetermined combination of signal indications. Switch, Power Line A manual switch for disconnecting power to the controller assembly and traffic signals. Switch, Signal Shut-Down A manual switch to discontinue the operation of traffic signals without affecting the power supply to other components in the controller cabinet. Switch, Time See Time Switch. Synchronous-Motor Controller A controller operated by a synchronous motor which maintains a constant speed determined by the frequency of the alternating current power supply. System A system is defined by the International Council of Systems Engineering (INCOSE) as a combination of interacting elements organized to achieve one or more stated purposes. Terminal Blocks, Field Devices for connecting all wires entering the controller cabinet. Thermoplastic Markings Hot plastic markings applied to pavements by an extrusion or spraying process. Time Switch A device for the automatic selection of modes of operation of traffic signals in a manner prescribed by a predetermined time schedule. Timer Gear One of a set of different diameter gears determining the cycle time of a timer dial when inserted into the drive train. Timing Analog Pertaining to a method of timing that measures continuous variables such as voltage or current. Timing Concurrent A mode of controller operation whereby a traffic phase can be selected and timed independently and simultaneously with another traffic phase. Timing Control A calibrated device that provides a time setting for an interval or portion of an interval. Timing Dial That part of a controller which times one cycle length and its associated split(s) and offset(s). Timing, Digital pertaining to a method of timing that operates by counting discrete units usually based on the frequency of the power source. Timing, Sequential The arrangement of phases at multi-phase intersection into a sequence in which the phases will occur consecutively. Tourist Information Center A place where information of interest to tourists is provided as a free service to the public. Tourist Oriented Directional Signs (TODS) Signs used to identify Tourist Oriented Activities and conforming to the specifications contained in OMUTCD Chapter 2K, and Rules 5501: to 5501: of the Ohio Administrative Code. Also see TEM Section October 23, 2002 Revised July 17, 2015

367 1500 APPENDIX Traffic Engineering Manual 3 and Table Tourist Oriented Activity For purposes of the TODS program, any lawful cultural, historical, recreational, educational, or commercial activity, a major portion of whose income or visitors is derived during the normal business season from motorists not residing within 10 miles of the activity, and attendance at which is no less than two thousand in any consecutive twelve month period. See OMUTCD Section 2K.01. Traffic-Actuated Controller A controller for supervising the operation of traffic control signals in accordance with the varying demands of traffic as registered with the controller by detectors or pushbuttons. Traffic Adjusted System See Traffic Responsive System. Traffic Control Plan A portion of a highway plan dedicated to signing, signalization, pavement marking and other traffic control details (L&D Manual Volume 3). Traffic Responsive Signal Control The feature of a traffic signal control system that changes intersection signal timing based on information received from system roadway sensors. Traffic Responsive System A system in which a master controller (analog or digital) specifies cycle and offset based on the real-time demands of traffic as sensed by vehicle detectors. Traffic Signal Preemption (Priority Control) An interruption in the normal signal operation of a signalized intersection to provide predetermined signal displays to the various intersection approaches. Examples of traffic signal preemption are railroad activated, emergency preemption through direct wiring to a fire station, emergency vehicle activated, and transit vehicle activated. Traffic Surveillance and Control System An array of human, institutional, hardware and software components designed to monitor and control traffic, and to manage transportation on streets and highways and thereby improve transportation performance, safety, fuel efficiency and air quality. Trailblazing Signs Signs provided to indicate the preferred route to the Interstate or another state highway from non-state highways or streets within the city or village. Trailblazing signs are supplemental to entrance ramp approach signs. Transmission The process by which incident flux leaves a surface or medium on a side other than the incident side. Transverse Joint A pavement joint perpendicular to the centerline alignment of the pavement, designed to control cracking, provide for load transfer, and allow for the contraction and expansion of the pavement (Pavement Design Manual). Treated Shoulder That portion of the graded shoulder which has some type of surface treatment (L&D Manual Volume 1). Tree Lawn See Buffer. Trumpet Interchange A Semi-directional T interchange (L&D Manual Volume 1). Tubular Spreader See Spreader, Tubular. Uniformity Illumination on roadways is usually expressed as a ration of average illumination to minimum illumination at any point on the roadway. Revised July 17, 2015 October 23,

368 1500 APPENDIX Traffic Engineering Manual Unit Extension See Passage. Vertical Clearance The distance, measured vertically, from the surface (pavement, shoulder, ground, etc.) to a fixed overhead object (bridge superstructure, sign, signal, etc.) (L&D Manual Volume 1). Village A municipal corporation having a population of less than 5,000 persons. Visibility The quality or state of being perceivable by the eye. In outdoor applications, visibility is defined in terms of the distance at which an object can be just perceived by the eye. Visual Acuity The ability to distinguish fine detail. Quantitatively, the reciprocal of the angular size in minutes of the critical detail which is just large enough to be seen. Visual Angle The angle which an object or detail subtends at the point of observation. It usually is measured in minutes of arc. Visual Field The locus of objects or points in space which can be perceived when the head and eyes are kept fixed. The field may be monocular or binocular. Visual Surround All portion of the visual field except the visual task. Visual Task Those details and objects which must be seen for the performance of a given activity, including the immediate background of the details or objects Volume-Density Controller A controller used with detectors located a sufficient distance in advance of the intersection which makes use of vehicle actuation quantities and time-ofwaiting of the initial vehicle to vary green interval portions for increased capacity and minimized delays. Weekly Programmer A device used to determine the time of operation of programs on traffic control equipment according to a weekly schedule which may be preset to vary from day to day. Work Limits The extreme longitudinal limits of the contractor s responsibility, including all temporary and incidental construction (except temporary traffic control devices). Identified by the Work Limit station on the centerline of construction on the mainline and on the centerline of all side roads, cross roads, and other construction generally running perpendicular to the project or separated from the project (L&D Manual Volume 3). Work Zone Pavement Markings Markings placed for a limited time to direct traffic movement during project construction. Yield The action of allowing a semi-actuated controller, or a full-actuated controller operating in the semi-actuated mode, to terminate the main street phase so as to begin satisfying existing cross street demand. Yellow-Red Flash Terminals Terminals which are wired to give the option of flashing either yellow or red on each traffic signal face by rearranging jumpers and/or field wires. Zone of Detection That area of the roadway within which a vehicle is detected by a vehicle detector system October 23, 2002 Revised July 17, 2015

369 1500 APPENDIX Traffic Engineering Manual 1505 FREQUENTLY ASKED QUESTIONS (FAQs) General The ORE and OTO websites includes pages for frequently asked questions (FAQs) and their answers. Suggestions for items to be included should be forwarded to the ORE Traffic Control Design Section or the Office of Traffic Operations (OTO). For reference, a couple of the most common traffic engineering-related items are noted below What Are the Requirements for a Multi-way Stop Installation? As noted in Section 2B.07 of the Ohio Manual of Uniform Traffic Control Devices (OMUTCD), Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal. Generally, multi-way stop installations should be used sparingly because of the significant increases in delays and operating costs that can result from requiring all of the vehicles using the intersection to stop. Also, unnecessary stops, when the intersection is clear of conflicting movements, can lead to general disrespect for STOP signs. Any decision to install multi-way stop control should be based on an engineering study. OMUTCD Section 2B.05 addresses restrictions on the use of STOP signs that also apply to multi-way stop applications. Section 2B.07 of the manual contains criteria that should be considered as part of the engineering study How Do I Get a Traffic Signal Installed? Many people believe that traffic signals are the answer to all traffic problems at intersections. If this were true, no traffic engineer in his right mind would deny a request for a traffic signal. The need for traffic signals should be based on a competent engineering study. A warranted traffic signal which is properly located and operated may provide for more orderly movement of traffic and may reduce the occurrence of certain types of accidents. On the other hand, an unwarranted traffic signal can result in increased delay, congestion and accidents. Traffic signals should be installed when they will alleviate more problems than they will create. This must be determined on the basis of an engineering study. The first step in getting a traffic signal installed is to determine the governmental agency that has jurisdiction for the intersection and contact that agency. If the Ohio Department of Transportation (ODOT) has jurisdiction, then contact the Planning and Engineering Administrator in your local District Office with your request. The District will then perform a warrant analysis. The warrants for a traffic signal are listed in the Ohio Manual of Uniform Traffic Control Devices, Chapter 4C. If the intersection meets any one of these warrants, then the next step is to use sound engineering judgment to determine if the signal should be installed. There are cases where, although a location meets the warrants, because of poor geometry, proximity to existing signals, etc. it is not signalized. If a traffic signal can be installed without negatively impacting other intersections or the traveling public, then the traffic signal should be designed and constructed. In accordance with the Ohio Revised Code, ODOT can only install and operate traffic signals at Revised July 17, 2015 October 23,

370 1500 APPENDIX Traffic Engineering Manual public streets. If a private development warrants a traffic signal, then the development must enter into an agreement with ODOT, pay for the installation of the traffic signal and pay a yearly maintenance/operating fee to ODOT October 23, 2002 (July 17, 2015)

371 1500 APPENDIX Traffic Engineering Manual 1599 OTHER POLICIES AND STANDARD PROCEDURES ODOT Policies and Standard Procedures have been established to address various aspects of ODOT s work. Some can be viewed on-line at ODOT s Official Policies and Standard Procedures web page. They are also available from the in-house intranet site Policies and Procedures page. At times, there may be a need for the Offices of Roadway Engineering (ORE) and Traffic Operations (OTO) to issue (or help develop) numbered, formal ODOT Policies, Guidelines or Standard Procedures (SOPs or SPs), separate from the TEM and L&D Manual. As noted above, these are available on-line; however, for the convenience of TEM users, copies of these documents have also been included in Chapter There are also other ODOT Policies, Guidelines, Standard Procedures, etc. issued by other ODOT offices that pertain to material discussed in the TEM. These too are listed in the index below, and for your convenience copies are available in this Chapter. Number Subject / Title Responsible Office Policies (P) (P) (P) (P) (P) Development of Standards and Specifications Policy Effective: June 2, 2012 Policy on Changes to the State Highway System and Use of the Director s Journal Entry Effective: April 17, 2015 Curb Ramps Required in Resurfacing Plans Effective: April 17, 2015 Traffic Management in Work Zones Effective: April 17, 2015 New Product Development Effective: April 17, 2015 Construction Management, Engineering, Planning Division of Planning Roadway Engineering Engineering Construction Management Standard Procedures (SP) (SP) Development of Standards and Specifications Effective: June 1, 2012 New Product Development Effective: September 12, 2005 Construction Management, Engineering, Planning Division of Construction Management Revised July 17, 2015 October 23,

372 1500 APPENDIX Traffic Engineering Manual Intentionally blank October 23, 2002 Revised July 17, 2015

373 Approved: Jerry Wray Director Policy No (P) Effective: June 1, 2012 Responsible Division: Construction Management, Engineering, Planning Supersedes Policy dated September 18, 2002 POLICY STATEMENT: DEVELOPMENT OF STANDARDS AND SPECIFICATIONS POLICY This policy establishes the standard procedures for the development, approval, distribution, and implementation of all new and revised Standards and Specifications as listed under Definitions. AUTHORITY: Ohio Revised Code, Sections , and Code of Federal Regulations 23 CFR 625 REFERENCES: Standard Procedure (SP) SCOPE: This Policy is applicable to the design industry, contracting industry, FHWA, and any affected department employee who may request revisions to Standards or Specifications. BACKGROUND & PURPOSE: The Department had a standard procedure for distribution of design standards and a standard procedure for development of construction specifications. This standard procedure is the merger of two former standard procedures; (SP) dated September 18, 2002 and (SP) dated December 1, 2004, and the Administrative Ruling for Specification Committee Supplemental Instructions dated December 9, This document allows for more thorough and consistent development of new design standards and construction specifications. By having a construction perspective on design standards and a design perspective on construction specifications, it will ensure all perspectives are considered and eliminate potential conflicts when implemented.

374 Policy Effective: June 1, 2012 Page 2 of 3 DEFINITIONS Construction and Material Specifications Book (C&MS): A published bound book that contains detailed provisions, together with the Plans and the Proposal, constitute the Contract for the performance of required work. It is an official legal and technical document by which the Department bids and constructs highway projects. Design Manuals: A document that contains design criteria and describes plan content associated with various design specialty areas. Proposal Notes: Published proposal notes contain a wide variety of legal and technical requirements necessary for the proper bidding and sale of an individual project. These notes override all other requirements in the Plans, C&MS, Supplemental Specifications, and Standard Construction Drawings Publication Owner: The office that authors a Standard or Specification Specifications: Contract documents used to issue instructions to contractors. For the purposes of this procedure, Specifications will include: the C&MS, Supplemental Specifications, Supplements, and Proposal Notes. Standards and Specification Committees: Working committees, formed around specific materials or construction tasks, and composed of ODOT district and central office staff, representatives from the Federal Highway Administration and industry trade groups. Standards: Documents related to design of an improvement. For the purposes of this procedure, Standards will include Design Manuals and Standard Drawings, Standard Drawings: Detail drawings furnished by ODOT describing items which are frequently used in plans and would otherwise require a plan detail and require pre-approval for general use. Supplemental Specifications: Individually numbered documents prepared in loose-leaf form describing the construction and material specifications for new items of Work. Supplements: Individually numbered documents prepared in loose-leaf form describing necessary information such as laboratory methods of test, and certification or pre-qualification procedures for materials. TRAINING None required. FISCAL ANALYSIS

375 Policy Effective: June 1, 2012 Page 3 of 3 Implementation of this standard procedure will provide cost savings to the Department. Construction personnel will have input in design standards and design personnel will have input in construction specifications. This allows for more thorough and consistent development of standards and specifications prior to their implementation and provides a feedback opportunity to incorporate lessons learned into contract documents through this continuous quality improvement process. Distribution of all standards and specifications are electronic in lieu of hard copy. Costs for paper, print, binders, and postage will be reduced considerably.

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377 Approved: Jerry Wray Director Policy (P) Effective Date: 4/17/2015 Responsible Division: Planning POLICY STATEMENT: POLICY ON CHANGES TO THE STATE HIGHWAY SYSTEM AND USE OF THE DIRECTOR S JOURNAL ENTRY The Ohio Department of Transportation shall utilize a uniform system for developing, processing, and recording changes to the State Highway System through the use of an entry in the Director s Journal (JE). The goal is to clearly define those laws and procedures under which employees of the Department shall operate when planning or documenting changes to the State Highway System. AUTHORITY: Ohio Revised Code, Sections , , , , , , , and REFERENCES: ODOT Project Development Process Manual Real Estate Manual, Section Property Disposal Real Estate Manual, Section Utilities ODOT Public Involvement Guide This Policy supersedes Director s Authorization (dated 10/3/97) and Standard Operating Procedure PH-P-406 (dated 06/04/93). SCOPE: The following offices, divisions, and district personnel are covered by this Policy: Division of Planning, Office of Technical Services Division of Planning, Office of Local Programs Division of Planning, Office of Environmental Services Division of Engineering, Office of Real Estate All District Offices, Planning & Engineering and Highway Management Administrators

378 Policy No (P) Page 2 of 2 BACKGROUND AND PURPOSE: Section of the Ohio Revised Code confers upon the Director the general duty to supervise all roads that comprise the State Highway System. The State Highway System consists of all highways designated as State Routes, U.S. Numbered Routes, and Interstate Routes. Chapter 5511 empowers the Director to make changes and additions to the State Highway System. The method used by the Director to record and archive such changes is to make an entry in the Director s Journal, otherwise known as a Journal Entry (JE). The issuance of a JE is a required procedural step in the Project Development Process (PDP) and is required by the Office of Technical Services before changes are made to the official Roadway Information data files and to the official map of the State of Ohio. When properly issued, a Director s JE relieves the Department of fiscal and legal responsibility for excess or unneeded highways, as well as associated property and structures. Further, it documents the required coordination between ODOT, local authorities, and the public. This Policy and an accompanying Standard Procedure will ensure statewide consistency and uniformity in developing, processing, and recording of JE s. TRAINING: All affected Central Office and District employees will need to review the Policy and accompanying Standard Procedure. On-site instruction will be provided by the Office of Technical Services and the Office of Chief Legal Counsel upon request. FISCAL ANALYSIS: There should be minimal cost associated with the implementation of this Policy and its accompanying Standard Procedure since it is a clarification of existing requirements. To the extent that there is a backlog of needed Journal Entries, there may be a short-term personnel impact in the District Offices and in the Office of Technical Services.

379 Approved: Jerry Wray Director Policy No.: (P) Effective: 4/17/2015 Responsible Office: Roadway Engineering Supersedes Policy (P) Dated 1/7/2011 CURB RAMPS REQUIRED IN RESURFACING PLANS POLICY: It is the policy of the Ohio Department of Transportation (ODOT) to comply with various civil rights laws and regulations, including Title II of the Americans with Disabilities Act (ADA). Title II of the ADA applies to all programs, services, and activities provided or made available by a public entity (e.g., state and local governments) or any of its instrumentalities or agencies. ODOT recognizes that pedestrian facilities (e.g., sidewalks) qualify as a program under the ADA. PURPOSE OF THE POLICY: The purpose of this policy is to establish the requirement of compliant curb ramps or curb cuts as part of ODOT-Let or Local-Let resurfacing projects. That is, this policy is one component of ODOT s commitment to ensure its programs, services, and activities are provided in a nondiscriminatory manner. AUTHORITY: Americans with Disabilities Act (ADA) (1990) Civil Rights Restoration Act (1987) Ohio Attorney General Opinion (1995) Rehabilitation Act (1973) Section 504 REFERENCES: ADA Accessibility Guidelines (ADAAG) FHWA Designing Sidewalks and Trails for Access (November 2001) ODOT Location and Design Manual, Volume 1 ODOT Standard Construction Drawings or alternatives approved by the Standards Engineer Public Right-of-Way Accessibility Guidelines (PROWAG) 42 USC Chapter 126, Subchapter II, Part A 28 CFR Part 36

380 Policy (P) Page 2 of 4 SCOPE: This policy is to be used by District Deputy Directors, Highway Management Administrators, Planning and Engineering Administrators, and other ODOT personnel responsible for implementing pavement resurfacing plans. FISCAL IMPACT: The costs associated with compliance or noncompliance with this policy would be dependent upon programmed resurfacing projects. BACKGROUND: The ADA requires public entities, when constructing or altering streets, roads, and highways, provide compliant curb ramps at intersections where curbs or other barriers exist between the street level and the pedestrian walkways. The Federal Highway Administration (FHWA) encourages public agencies to use the standards set forth in the ADA Accessibility Guidelines (ADAAG) but notes that ADAAG standards were developed primarily for building and on-site facilities. Under ADAAG standards, an accessible design to a highway, street, or walkway includes accessible sidewalks and curb ramps with detectable warnings. 28 CFR (c) and (e) (curb ramps); ADAAG (accessible routes), 4.7 (curb ramps with detectable warnings), 4.29 (detectable warnings). Because ADAAG does not address the unique challenges to accessibility presented when dealing with sidewalks, street crossings, and other elements of the public rights-of-way, both FHWA and the Department of Justice, the entity responsible for enforcing ADA requirements, recommend using the Public Right-of-Way Accessibility Guidelines (PROWAG). Although PROWAG has not yet been formally adopted by USDOT and USDOJ, it is considered the best guidance available related to ADA requirements for public rights-of-way and should be used for sidewalks and street crossings as outlined in FHWA s 2006 guidance related to the topic. Based on precedent-setting court cases and FHWA guidance, it is ODOT s policy that compliant curb ramps or curb cuts must be provided before the sale of or concurrently with the construction of any ODOT-Let or Local-Let resurfacing projects. DEFINITIONS: Americans with Disabilities Act (ADA): Title II of the ADA is the federal civil rights law that prohibits discrimination by a state or local government against individuals with disabilities. PROCEDURE: I. Compliant curb ramps shall be constructed at intersections located within the resurfacing limits of all resurfacing projects (regardless of urban or rural location) whenever curbs and sidewalks are present or where existing curb ramps are not compliant with current standards.

381 Policy (P) Page 3 of 4 a. Curb ramps should be constructed such that all quadrants of the intersection are accessible. b. Compliant curb ramps should be constructed on a side street, even if no resurfacing work is being performed. II. A break in the curb shall be constructed to provide access for individuals with disabilities at all intersection radiuses located within the resurfacing limits of all resurfacing projects (regardless of urban or rural location) whenever curbs are present and no sidewalk exists. a. Existing curbs shall be cut flush with the pavement for a width of five feet with tapered sides at a rate of 3 to 1 or flatter. b. New curbs shall be constructed flush with the pavement for a width of five feet with tapered sides at a rate of 3 to 1 or flatter. c. This policy includes dropping the curb or cutting the curb on the side street, even if no resurfacing work is being performed. III. IV. Compliant curb ramps shall be constructed according to ODOT s Location and Design Manual and ODOT s Standard Construction Drawings or alternatives approved by the Standards Engineer. The cost of curb ramps outside of municipal corporations shall be funded as part of the project. The cost of curb ramps inside municipal corporations within the limits of resurfacing projects should be funded by the local agency. V. After installation, ODOT shall inspect the curb ramps constructed under an ODOT-let contract for compliance and local authorities shall be responsible for the inspection of curb ramps under local-let project for compliance. If the curb ramp is not compliant with the current standards, the ramp must be brought into compliance before the project is completed or finalized by either ODOT or the local authority. VI. After installation, the curb ramps shall be maintained by the agency (i.e., city, village, county, township, or ODOT) that has jurisdictional ownership of the main traveled way unless there is a maintenance agreement in place that specifically requires another agency to maintain the ramps. When obtaining consent legislation for the resurfacing project, the issue of maintenance of curb ramps shall be addressed in the legislation.

382 Policy (P) Page 4 of 4 TRAINING: The Office of Roadway Engineering will provide annual training as necessary to the District ADA Coordinators and/or District personnel responsible for reviewing and producing plans that contain right-of-way features. ENFORCEMENT: Each District Deputy Director, Highway Management Administrator, Transportation Planning Program Administrator, Production Administrator, and ODOT personnel responsible for implementing pavement resurfacing plans is responsible for ensuring that this policy is carried out in his or her respective program area. The following procedure will be implemented on the effective date of this policy: 1. All tracings for resurfacing projects filed in Central Office on or after the effective date of this policy shall include provisions for curb ramps in accordance with this policy. 2. Compliant curb ramp details are shown on ODOT s Standard Construction Drawings. 3. Resurfacing projects not in conformance with this policy will be rejected. Reviews to ensure compliance will be conducted in accordance with ODOT Policy (P), Quality Assurance Review Policy.

383 Approved: Jerry Wray Director Policy No.: (P) Effective: 4/17/2015 Responsible Division: Engineering Supersedes Policy: (P) Dated: 7/18/2000 TRAFFIC MANAGEMENT IN WORK ZONES POLICY STATEMENT: The Ohio Department of Transportation (ODOT) is committed to the easy conveyance of people and goods from place to place; including through our work zones. We will understand the impacts our work zones can have on mobility and mitigate potential delays to the extent practical. AUTHORITY: The Director of Transportation s authority to establish rules as conferred by of the Ohio Revised Code. SCOPE: This policy applies to work zones (contract construction, county maintenance or permit) on all ODOT maintained highways. PROCEDURAL STATEMENT: Projects on ODOT highways will be assessed to determine if impacts created by our work zones are acceptable as defined by the Standard Procedure. Where compliance with this Policy is deemed impractical or prohibitively expensive an exception to this Policy may be requested from the Maintenance of Traffic Exception Committee (MOTEC) or the Project Impact Advisory Council (PIAC) as appropriate per the Standard Procedure. TRAINING: The Office of Roadway Engineering will provide training to districts as necessary and to consultants via the ODOT Traffic Academy. FISCAL ANALYSIS: The cost associated with this Policy will be evaluated on a project by project basis. A determination will be made if the financial, constructability or schedule costs of Policy compliance is commensurate with the predicted work zone impacts to the motoring public.

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385 Approved: Jerry Wray Director Policy No (P) Effective: 4/17/2015 Responsible Division: Construction Management Supersedes Policy: (P) Dated: 9/12/2005 NEW PRODUCT DEVELOPMENT POLICY STATEMENT: The Division of Construction Management is assigned the responsibility and authority to evaluate new product requests introduced to the Department. New products that have a determined need to the Department will follow a standardized procedure from initiation through potential specification development. All requests for new product evaluations will be initiated through the Office of Materials Management, New Products Engineer. AUTHORITY: Ohio Revised Code Statutes REFERENCES: Standard Procedure (SP), Development of Standards and Specifications Policy (P), Construction and Material Specification Development Standard Procedure (SP), Construction and Material Specification Development SCOPE: New products introduced to the Department will be coordinated through the Office of Materials Management, New Products Engineer, and evaluated through established committees of appropriate ODOT, FHWA, and industry personnel. New products that meet or exceed established performance criteria may be developed into specifications through Standard Procedure (SP) Construction and Material Specification Development. BACKGROUND AND PURPOSE: The procedure for new product development was formerly under Standard Procedure (SP) dated 3/1/03. This Standard Procedure was changed to (SP), effective 12/1/04, and no longer makes reference to new product development. This policy establishes a process for development of new products.

386 Policy Number: (P) Page 2 of 2 TRAINING: None required FISCAL ANALYSIS: The operational fiscal impact of this policy is expected to be limited to committee members time.

387 Approved: Megan O'Callaghan, P.E. Deputy Director of Construction Management Standard Procedure (SP) Effective: June 1, 2012 Responsible Office: Construction Management, Engineering, Planning Supersedes Standard Procedure (SP) dated September 18, 2002 and (SP) dated December 1, 2004 Jennifer Townley Deputy Director of Planning James Young, P.E Deputy Director of Engineering DEVELOPMENT OF STANDARDS AND SPECIFICATIONS PROCEDURAL STATEMENT: These standard procedures are for the development, approval, distribution and implementation of all new and revised Standards and Specifications as listed under Definitions. AUTHORITY: Ohio Revised Code, Sections , and Code of Federal Regulations 23 CFR 625 REFERENCES: Development of Standards and Specifications (Policy No (P))