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January
PR
y 31, 2013
ROJEECT D
SEC
EVEL
CTION
LOPM
Proj
N 2
MENT
oject Develo
PROC
opment Pro
CESS
ocess
S
Project D
Developmeent Processs Jaanuary 31, 22013
January
2.01
The Despreliminwith the project pbudgetinmeetingcreated
The procstandardproject.
2.01.01
Form 10documetrack fin
2.01.02
The DSRChargesletter shitems on
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y 31, 2013
DESIG
sign Scopinary design.planning a
pool (payrong. Some p. It is accepand budge
cess establds, funding All projects
Form 10
048, Projectnt the desigal clearanc
Design
R meeting ss can be maall include t
n the follow
ocation ma
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Traffic data.
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GN SCOP
ng Review ( This enabnd design cll charges)
projects will ptable to hated and an
lishes the osources, as, regardles
048, Projec
t Scoping/Cgn scoping
ces prior to
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shall be schade to the Rthe CDOT ing list, and
ap of the pro
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tal conside
PING RE
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ave two scoother after
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heduled as Region ScoForm 1048d as many o
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n early, on-spment of a tics. See SScoping Red and budgeoping meetithe project
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soon as pooping Pool s8 completedof the rema
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site review scope of wection 1.02
eview prior eted beforengs. One bis created
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Project D 2.01.03
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2.01.04
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ads, Transit
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the DSR, a
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ions: emergeistricts, enha
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anuary 31, 2
s appropria
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2013
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es
January
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2.01.05
The Resunresolvschedule
2.01.06
1. 23 C
y 31, 2013
Design Requetour, drainedestrian/bafety, trafficlearances,
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CFR Part 62
uirements –nage, approbicycle featuc control, aerosion co
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y requireme
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constructionfic, particulavolume in
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1. Design speed 8. Grade2. Lane width 9. Cross-slope3. Shoulder width 10. Superelevation4. Structural capacity 11. Horizontal clearance (except clear zone)5. Horizontal alignment 12. Vertical clearance6. Vertical alignment 13. Bridge width7. Stopping sight distance
Guardrail and bridge rail are to be designed according to the latest CDOT M&S Standard Plans, Standard Specifications for Road and Bridge Construction and AASHTO Roadside Design Guide on all new construction and reconstruction projects. For 3R and surfacing type projects, guardrail is to be handled in accordance with Section 2.07.
FHWA may approve design exceptions on federal aid projects for experimental features or where conditions warrant an exception.
Determination to approve a project design that does not conform to the minimum criteria is to be made only after due consideration is given to project conditions and safety benefits for the dollar invested, compatibility with adjacent sections of roadway, and the probable time before the roadway section will be reconstructed due to increased traffic demands or changed conditions.
On local agency projects the involved entities and consultants should discuss the variance request with the Resident Engineer to determine the feasibility of approval and the possibility of project delays. Local agency projects may not have historical accident data and roadway safety inventories. However, accident records may be available from the Safety and Traffic Engineering Branch.
FHWA should be invited to the Field Inspection Review meeting on National Highway System projects and federal-oversight projects when there is a potential variance.
All variances should be identified by the Field Inspection Review and approved prior to the Final Office Review. Early submittal of variance requests will allow time to incorporate comments and concerns, and to collect any additional supporting data and analysis. Untimely submittal for approval of design variances can result in costly delays to the project.
When the design criteria are properly discussed on Form 464, the minimum FHWA requirements for preparing the variance request are satisfied. Additional comments can be added to clarify items. No separate variance transmittal letter is necessary when Form 464 is used.
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lesser standards should not be used automatically, but only if higher values are not possible, practical, or cost effective (See Section on 3R standards in the CDOT Roadway Design Guide for these standards).
The project team should address all documented safety issues identified through the Safety Evaluation, DSR, FIR, and FOR processes. Existing roadway design features may be retained where they are performing in a satisfactory manner with regard to accident history. The proposed design should not worsen an existing condition (guardrail height, edge drop-off, drainage, etc.). Safety issues identified as being related to any of the 13 geometric design criteria will be addressed in the design process. Only those geometric design criteria directly related to the identified safety issue need to be addressed. Refer to the “Process for Addressing Safety Requirements on 3R Projects” flowchart (Figure 2-1) for guidance.
If a geometric design criterion is identified as being related to accident causality, then the designer will either bring this design element up to the relevant standard, or will complete a design variance according to the procedures described in Section 2.05 Design Exception (Variance) (Form 464) and the process flowchart (Figure 2-1). Design variances for Interstate projects require FHWA approval.
All existing guardrail, bridge rail,transitions and end and median terminals not meeting NCHRP 350 shall be upgraded to meet MASH 2016 requirements. All roadside safety devices meeting NCHRP 350 in good condition, determined to function as designed and meeting minimum height requirements may remain in place. See the AASHTO Roadside Design Guide and Sections 2.09 and 5.12 of the this manual for additional information. For assistance contact the Standards and Specifications Unit and Staff Bridge.
The Resident Engineer may implement safety improvements not specifically identified in the Safety Evaluation, DSR, FIR, and FOR if funding and special circumstances exist and written approval is obtained from the Program Engineer.
2.07.03.05 Safety Issues Not Related to One of the 13 Geometric Design Criteria
Safety mitigation recommendations identified through the Safety Evaluation, DSR, FIR, and FOR processes that are not related to one of the 13 geometric design criteria should be incorporated into the plans. If the decision is made not to implement recommendations for improvement, this decision should be documented in the meeting minutes or explained in a design decision letter.
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2.09 ROADSIDE BARRIER DESIGN AND REVIEW
Roadside barrier is installed to reduce the severity of run-off-the-road accidents. The primary purpose of roadside barrier is to prevent a vehicle from leaving the road and striking a fixed object or terrain feature that is more hazardous than the roadside barrier.
A roadside barrier is a longitudinal barrier used to shield motorists from natural or manmade hazards located along either side of a roadway, and may occasionally be used to protect bystanders, pedestrians, and cyclists from vehicular traffic. A barrier is installed when an obstacle cannot be removed or relocated or when the steepness of the roadside terrain prevents establishing an adequate clear zone. CDOT installs barrier only when it is not economically feasible to eliminate a hazard or make the feature traversable or when terrain conditions are such that an adequate roadside recovery area cannot be provided for the given design speed.
CDOT uses several types of barriers, primarily Guardrail Type 3 W-beam, Guardrail Type 7 F-shape and Type 9 Single Slope Concrete Barrier, and Tensioned Wire Cable Barrier. Thrie Beam Guardrail is also used.
In many cases, slope flattening and extending hazardous features such as culverts can be viable alternatives to barrier. Guardrail Type 3 (semi-rigid) and concrete (rigid) barriers can redirect errant vehicles when impacted. Semi-rigid barriers can deflect up to 5 feet upon impact. Rigid concrete barrier that is anchored has no deflection upon impact. In some cases, the available space between the barrier and the object may not be adequate. In such cases, the barrier should be stiffened as suggested in the AASHTO Roadside Design Guide in advance of and alongside the fixed object. Also, important is the need for a thrie beam transition between semi-rigid and rigid barriers or between a semi-rigid barrier and bridge rail to eliminate pocketing, snagging, or penetration of the vehicle at the point of connection.
Because guardrail is a hazard in itself, it should be installed only in accordance with the guidelines of the AASHTO Roadside Design Guide. See CDOT Roadway Design Guide Section 20.3.2.4 for guidance on offset distance for the guardrail. Placement of barrier is based on accident potential and severity. Since both barriers are hazards, they should be installed only where they result in a reduction in the accident severity compared to impacting the hazard being shielded.
Substandard bridge rail should be examined for upgrading on resurfacing projects.
The Resident Engineer is responsible for evaluating factors concerning safety, traffic control, hazards, and other constraints in the use of guardrail. Justifications and
January 31, 2013 Rev:June 29, 2020 Project Development Process
2-30
warrants for guardrail design are best done after the scoping review. The Resident Engineer should use an analysis to warrant the use of guardrail based on the AASHTO Roadside Design Guide. Bridge rail designs and decisions should be coordinated with the Bridge Design and Management Branch.
The Resident Engineer should consider factors such as design speed and traffic volume in relation to barrier need as identified in the AASHTO Roadside Design Guide. The cost of slope flattening and hazard elimination compared with barrier cost should be considered.
The design sequence for the placement of barrier is as follows:
1. Provide the clear zone as determined from the AASHTO Roadside DesignGuide.
2. Provide for slope flattening for traversable grades (4:1 slope) within the clearzone.
3. Remove the obstacle or redesign it so it can be traversed safely.4. Relocate the obstacle or flatten the steep terrain. Relocate obstacles to a location
where an errant vehicle is less likely to impact it. Location should be as far fromthe edge of travel way as practical.
5. Reduce impact severity by using appropriate breakaway roadway fixtures.6. Shield the obstacle, terrain feature, or water hazard with longitudinal barrier,
crash cushion, or a combination thereof when it cannot be eliminated, relocated,or redesigned.
7. Delineate the obstacle or hazard when the above alternatives are not appropriatedue to type of project, low design speed, low volume, classification of theroadway as scenic, or classification of the obstacle as a historical feature.
8. If barrier is impeding the free passage of drainage flow or is causing ponding,consult the Region Hydraulics Engineer to address the drainage problem.
When the Resident Engineer recommends barrier, criteria in the CDOT Roadway Design Guide, CDOT M Standard Plans, and the AASHTO Roadside Design Guide should be followed. For resurfacing, rather than just replace in kind, the existing Type 3 guardrail should first be checked to ensure that the installation configuration meets the length of need criteria in the AASHTO Roadside Design Guide or current CDOT M Standard Plans. If Type 3 guardrail condition is such that it will function and safely perform as designed and the height is at least 26.5 inches following 3R work, the guardrail may remain in place. If guardrail would be less than 26.5 inches in height after the 3R work is complete, adjusting and resetting to a specified height of 29 +/- 1 inches may be an option under specific conditions. It is necessary to check to ensure that existing guardrail is in good condition before adjusting and resetting. If the height of guardrail will be less than 26.5 inches following 3R work, the following options are available:
Project Development Process Rev: June 29, 2020
2-31
1. Guardrail with a height less than 25 inches must be removed and replaced with31 inch MGS guardrail per CDOT M-Standards.
2. Guardrail with steel posts at a height 25 inches to less than 26.5 inches may bemodified by using additional predrilled bolt holes to raise block and guardrailassembly and reset to height to 29 +-/ 1 inches. If pre-drilled holes are present inW-beam rail, the rail shall be adjusted horizontally along guardrail run, so railsplice location is midspan between posts. Field drilling of steel posts or W-beamrail is not permitted, and only holes pre-drilled by the manufacturer shall be used.
3. Guardrail with timber posts at height less than 26.5 inches must be removed andreplaced with 31 inch MGS guardrail per CDOT M-Standards. Field modificationof timber posts in any kind is not permitted.
Raising, resetting and/or reuse of removed guardrail posts (steel or timber) in an attempt to attain acceptable guardrail height, in any manner, is not permitted. Consideration must be given to condition of assembly hardware (bolts, nuts) and guardrail components (blockouts, metal W-beam sections) when choosing to leave in place or modify. Replacement of hardware or individual blockouts and/or W-beam guardrail sections may be necessary to ensure overall integrity of guardrail system.
When completing the CDOT Form 463 Design Data in SAP, the designer should provide a detailed description of the barrier elements that do not meet current standards. The description should appear either in the comments section of Section 8, Safety Considerations or in Section 13, Remarks where additional text can be added.
Barrier installations should use the standard configurations as shown in the CDOT M Standard Plans. For situations not addressed in the CDOT M Standard Plans, barrier installations will need to be designed in accordance with the AASHTO Roadside Design Guide. Designers are to include the barrier design calculations as part of the project file. For those barrier designs that are project specific and different from the M Standard Plans, designers need to send the proposed design into the Standards and Specifications Unit for review and comment. Allow 2-3 weeks within the project schedule for this review.
Substandard existing guardrail end sections on all Interstate highway projects and on all National Highway System projects with a design speed of at least 45 miles per hour and an average daily traffic of 6,000 or more are to be replaced.
January 31, 2013 Project Development Process
2-31a
1. CDOT Cable Barrier Guide2. AASHTO Roadside Design Guide3. CDOT Roadway Design Guide, Chapter 204. AASHTO Manual for Assessing Safety Hardware (MASH) 2009
Replace them with end treatments passing the National Cooperative Highway Research Program Report No. 350 criteria or AASHTO Manual for Assessing Safety Hardware (MASH) 2009. When possible replace substandard end treatments on other roadway systems.
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2-46
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Projoject Develoopment Proocess
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2-51
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2.17
The Fielconstrucis held inInspectiorequiredconcludespecific
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2-54
REVIEW
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Projects not ign-off.
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2-55
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2-56
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2.24
2.24.01
The usematerialprojectsspecificacompetitwhere a
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2-83
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A Finding in the Public Interest may be written for use of a proprietary item on a specific project, for use on a region-wide basis, or for use on state-wide basis. A project-specific Finding in the Public Interest applies only to that one project and cannot be used to justify use of the proprietary item on other projects.
[Revised May 2020]11,. 3 P.nt Pror.
2-83
Project D
Approveoccurs:
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Developme
Finding in the Public Interest will require the approval by the Resident Engineer (for project specific), Program Engineer (for regionwide use), or Branch Manager (for statewide use). Copies of approved project specific, regionwide and statewide Findings in the Public Interest shall be distributed to the Standards & Specifications Unit. The Standards & Specifications Unit will maintain a list of the approved products.
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2-84
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[Revised May 2020]PmiP.r.t 0 nt Pm :s
2-84
Januaryy 31, 2013
2-85
Projoject Develoopment Proocess
2.24.02 Procurement Contracts
A justification letter approved by the Manager of Procurement and Contract Services to the files certifies that no equally suitable or patented item exists for use on the project and that such patented or proprietary item is essential for the construction of the project. Generally, products identified by their brand or trade name are not to be specified without an "or equal" or equivalent phrase.
A Sole Source Certification Form
https://www.codot.gov/business/procurement-and-contract-services(shall be completed only for sole sources of goods or services.) This certification does not apply to situations classified as "Emergency Procurement" covered by CRS 24-103-206.
[Revised May 2020]11,. 3 P.nt Pror.
2-85
Project DDevelopmeent Processs
2-86
Jaanuary 31, 22013
[This page intentionally left blank.]
[Revised May 2020]PmiP.r.t 0 nt Pm :s
2-86
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