Difference between revisions of "Chapter 8 - Maintaining Traffic"

@@ Line 1: / Line 1: @@
 {{Navbox RDM|Chapter 7 - Appurtenances|Chapter 9 - Utilities}}
-==[[#8.01 REFERENCES|8.01 REFERENCES]]==
+==[[#Road Design Manual|Road Design Manual]]==
-<ol style="list-style-type:upper-alpha">
+Please go here [https://mdotcf.state.mi.us/public/design/englishroadmanual/ RDM]
-<li> Maintaining Traffic Typicals â€“ Operations Field Services Division</li>
-<li> '''''Michigan Manual of Uniform Traffic Control Devices''''',  Current Edition</li>
-<li> Standard Plan R-113-Series, Temporary Crossovers for Divided Highways</li>
-<li> Standard Plan-R 126-Series, Placement of Temporary Concrete Barrier</li>
-<li> [http://mdotcf.state.mi.us/public/specbook/2012/ '''''Standard Specifications for Construction'''''],  Current Edition</li>
-</ol>
-Recently completed projects that include staging plans and maintaining traffic special provisions are also a good source of reference material.
-{{top}}
-==[[#8.02 GENERAL|8.02 GENERAL]]==
-Any road or bridge construction project can cause the motoring public delays and inconvenience.  These may be minor, as in the case of shoulder construction projects, or major such as an urban freeway reconstruction.  MDOT's responsibility is to try to minimize these inconveniences caused by a construction project.
-The designer should provide the Region/TSC Traffic & Safety Engineer base plans for staging which should include typical cross sections, laneage for each stage, detours and a description of work for each stage.  The Region/TSC Traffic & Safety Engineer should review, modify the base plans if required, and add the locations of temporary signs and temporary pavement markings to the staging plans.  The Region/TSC Traffic & Safety Engineer should send the modifications to Lansing Design for drafting along with a summary of quantities and the maintaining traffic special provision and associated details.  In coordination with Construction Field Services Division, Region/TSC Traffic Engineer and the Region/TSC Construction Engineer, the designer will coordinate development of a plan to maintain traffic.  Alternative methods of control range from complete closure and detour, part width construction, stage construction, use of temporary pavement and temporary roads, flag control, and combinations of these.  The primary goals are to provide for the safe and efficient movement of traffic, and to minimize the delays and inconvenience to the motoring public.  However, there are other important considerations that need to be addressed.
-These include:
-* Provisions for local traffic
-* Access to businesses
-* Emergency vehicle movement
-* Pedestrian traffic
-* Provisions for peak traffic volumes, rush hour, holiday and special events traffic
-* Safety of construction personnel and the motorist
-All maintaining traffic plans should be carefully considered and well thought out to minimize disruption.  High Impact Projects (those on congested or heavily traveled highways, such as metropolitan area freeways, heavily traveled tourist routes or where there may be major effect on residents or businesses) require additional consideration.  The following items should be considered when preparing the maintaining traffic plan for High Impact Projects:
-# A public relations program, well in advance of the project, to inform the public of what to expect.  Meetings and extensive media coverage should be included in the program.
-# Detours and/or alternate routes; these should be included in the public relations program.
-# Portable changeable message signs that inform the motorist of any special closures or problems to be avoided.
-# Towing service to quickly remove damaged or disabled vehicles that would impede traffic movement.
-# Incentive and Disincentive clauses intended to keep the contractor on or ahead of the project schedule.
-The designer should be aware that there will likely be additional costs connected with traffic plans for High Impact Projects.  This should be checked early in the plan development to insure the programmed costs include funds for these special considerations.
-A set of guides have been developed by the Operations Field Services Division for maintaining traffic through construction zones.  These guides include the Maintaining Traffic Typicals developed by the Operations Field Services Division.  These guides give information about the location and type of temporary signs, barricades, lighted arrows, warning lights and other traffic control devices used for different types of construction staging.  These guides should be referred to and used, when possible, as part of the maintaining traffic plan.
-{{top}}
-==[[#8.03 MAINTAINING TRAFFIC CONSIDERATIONS|8.03 MAINTAINING TRAFFIC CONSIDERATIONS ]]==
-At the time of development of the project concept statement, thought should be given as to how to maintain traffic and a budgeted amount should be included in the project cost.  A preliminary maintaining traffic typical cross section should be included with the project concept statement.
-{{top}}
-===[[#8.03.01 Road Closures and Detours|8.03.01 Road Closures and Detours]]===
-The alternative of detouring traffic and closing the road should always be considered, especially if there is a nearby parallel state trunkline or county primary route.  The feasibility of a detour should be discussed and determined early in the project.  During the project concept stage, the Region/TSC Traffic and Project Development Engineers should investigate possible detours and discuss them with the local officials.  A decision should be finalized early in the design process.
-Road closures and detours have some distinct advantages and disadvantages as follows:
-'''''Advantages'''''
-# Safer for the construction personnel.
-# Uses fewer traffic control devices.
-# Shortens the construction schedule, therefore opening the roadway to traffic sooner than most other methods.
-# May provide improvements to the detour route thereby upgrading state or local roadways.
-'''''Disadvantages'''''
-# Disruption to local business traffic and emergency vehicles.
-# Confusion; detour signing must be clear, informative and frequent to avoid confusion.
-# Adverse mileage
-# Increased traffic on detour route.
-# Costly upgrading is sometimes necessary to prepare detour for increased traffic, such as HMA patches, HMA resurfacing, aggregate shoulders, guardrail upgrading, paint striping, new signs and signal upgrading.
-If a detour is chosen, the designer and/or the Region/TSC Project Development Engineer should contact the Public Involvement Unit of the Bureau of Transportation Planning to identify the need for an informal open house.  This open house would inform the public and adjacent business owners of the detour and of the anticipated construction schedule.  (See [[Chapter_12_-_Miscellaneous_Roads|Chapter 12]] for further information on Detours).
-{{top}}
-===[[#8.03.02 Stage Construction â€“ Part Width Construction|8.03.02 Stage Construction â€“ Part Width Construction]]===
-Stage construction and part width construction are widely used methods of maintaining traffic.  Staging establishes what, where, and when construction events will be performed and where the traffic will go during these events.  Several stages may be necessary to complete the construction project.  Part width construction is often used in the staging sequence leaving part of the roadway for maintaining traffic while another part is being resurfaced or reconstructed.
-Staging and part width construction are generally used when a detour route is not available or feasible.
-The John C. Lodge (M 10) reconstruction project in Detroit in 1985 was a good example of stage construction/detour combination.  Stage I closed the southbound lanes and traffic was detoured to several alternate routes.  Northbound traffic remained on the northbound lanes.  After the southbound roadway was reconstructed, Stage II closed northbound and detoured that traffic while southbound traffic used the newly constructed pavement.
-This project is an excellent example of planning for a High Impact Project.  The maintaining traffic plan was supplemented by an extensive public information undertaking and extensive media coverage.  Towing service, bus service, alternate routes, incentives and disincentives and advanced signing and information were all a part of the plan.
-{{top}}
-===[[#8.03.03 Freeway Crossovers|8.03.03 Freeway Crossovers]]===
-Rural freeway projects can utilize staging that closes one roadway and uses the other roadway for two way traffic.  This method utilizes crossovers and temporary concrete barrier.  Ramp entrances and exits must be studied thoroughly for safe operation and should be closed whenever possible.
-Crossovers should be designed for safe operation.  The design speed, the number of lanes being crossed over, and the width of the median are all design factors for crossovers.  Freeway crossovers are shown on Standard Plan R 113 Series.
-It is sometimes advantageous to design and let a separate contract to build the crossovers in the year prior to the reconstruction of the freeway, in order to give the contractor as much time as possible to construct the road.
-{{top}}
-===[[#8.03.04  Temporary Pavement â€“ Temporary Roads|8.03.04 Temporary Pavement â€“ Temporary Roads]]===
-When using stage construction and part width construction, it is desirable to maintain as many lanes as feasible.  The most desirable is to maintain all existing lanes throughout the construction duration.  Temporary pavements or temporary roads can be used to add to the number of lanes that can remain in service.
-Temporary pavements and temporary roads should be designed to last, relatively maintenance free, for the duration of the staging in that area of the project.  If they will be used during the winter, base and drainage should be designed to counteract frost action.  Temporary pavements can be aggregate for special situations, but generally will be HMA or concrete.  Traffic volume, commercial traffic volume, cost, length of service, ease of removal and disposal are factors used in designing a temporary pavement.  Any temporary pavement should be reviewed and approved by the Region/TSC Soils Engineer.  The designer should realize that separate pay item quantities should be calculated for temporary widenings and temporary roads.  These quantities, including removal quantities, should be summarized and placed on the staging plan sheets.  (See [[Chapter_12_-_Miscellaneous_Roads|Chapter 12]] for further information on Temporary Roads).
-{{top}}
-===[[#8.03.05  Lane Closures|8.03.05 Lane Closures]]===
-Often construction projects require one or more lanes to be closed when it is not feasible or economical to use other maintaining traffic methods.  Lane closures may be short term, i.e., for routine maintenance, pavement repairs or some resurfacing projects, or long term, i.e., for bridge reconstruction or repairs.
-Typical lane closures are shown in the Maintaining Traffic Typicals which are readily available in the design units.
-{{top}}
-===[[#8.03.06 Maintaining Traffic on Freeway Shoulders|8.03.06 Maintaining Traffic on Freeway Shoulders]]===
-Most newly constructed and reconstructed freeway shoulders will withstand heavy traffic loads and can be used for maintaining traffic.  In cases where the existing shoulders are not adequate to withstand heavy traffic, the shoulders will need to be modified to carry these loads.  Such usage, however, should be discussed with the Region/TSC during the preliminary design.
-If shoulders are to be used, a special provision may be needed to address existing and/or proposed rumble strips.
-{{top}}
-==[[#8.04 TRAFFIC CONTROL DEVICES|8.04 TRAFFIC CONTROL DEVICES]]==
-===[[#8.04.01 General|8.04.01 General]]===
-Traffic control devices including, but not limited to, signs, barriers, barricades, plastic drums, lights and pavement markings shall be according to the Michigan Manual of    Uniform Traffic Control Devices (MMUTCD).  The MUTCD contains information which should be used when preparing the maintaining traffic plan and specifications.
-The Maintaining Traffic Typicals are also excellent references for use of signs, barricades, etc. and their spacing and location.
-The designer should show the limits of the Construction Influence Area (CIA) on the title sheet.  This information should be described in the maintaining traffic special provision.
-{{top}}
-===[[#8.04.02 Construction Zone Signing|8.04.02 Construction Zone Signing]]===
-Construction zone signing must be clear, properly located, taken down or covered when not appropriate, and must convey the proper message to the motorist.  The MMUTCD gives information on sign size, mounting height, legend, and location in the signing sequence.
-The EOC, in their November 1996 meeting, approved the use of prismatic retro reflective sheeting for all temporary construction work zone signing on freeway projects. This includes signing used on ramps and crossroads within the same project.  The exclusive use of prismatic sheeting on freeway projects has since been Department practice.  In their December 2006 meeting, the EOC approved the phase out of engineering grade sheeting on non-freeway projects over a three year period beginning with the October 2007 letting. The intermixing of sheeting is not allowed. Designers should check with their Region for a specific plan/schedule of implementation.
-The construction zone signing should be prepared and checked by Region/TSC Traffic & Safety to insure that the proper signs, legends, and placement are being used to clearly convey the desired message to the motorist.  The Maintaining Traffic Typicals provide information regarding proper signage.  When stage construction plans are required, the Region/TSC Traffic & Safety Engineer will place the construction zone signing on the stage construction plans for the Design Unit to draft.
-Portable changeable message signs are sometimes used to inform motorists of upcoming conditions, detours, lane closures, etc.  These signs are generally used on High Impact Projects.  They should, however, be considered on need rather than the type of project.
-{{top}}
-===[[#8.04.03 Channelizing Devices, Lighted Arrow Panels, Warning Flashers|8.04.03 Channelizing Devices, Lighted Arrow Panels, Warning Flashers]]===
-Guidance for using these devices is contained in the current edition of the MMUTCD.
-{{top}}
-===[[#8.04.04 Temporary Barrier|8.04.04 Temporary Barrier]]===
-Temporary barrier is warranted on many construction projects.  Its use should be considered on bridge projects and utility projects where positive protection is needed for the motorist and the construction personnel.
-MDOT has made it a policy to use temporary barrier on expressway projects where two way traffic is maintained on one of the roadways.  (See [[Chapter_7_-_Plan_and_Proposal_Preparation|Chapter 7]] Appurtenances for further information on temporary barrier).
-{{top}}
-===[[#8.04.05 Temporary Traffic Signals|8.04.05 Temporary Traffic Signals]]===
-Temporary traffic signals are most often used on two lane, two way roadways in restricted areas requiring a long term lane closure.  A good example is a bridge reconstruction project.  The temporary signal allows for safe traffic movement throughout the life of the project.
-The designer should contact the Traffic Signals Unit (of the Traffic & Safety Area, Operations Field Services Division) as soon as possible, once the maintaining traffic scheme is developed and approved by the Region/TSC Traffic & Safety Engineer.
-{{top}}
-==[[#8.05 SPECIFICATIONS|8.05 SPECIFICATIONS]]==
-===[[#8.05.01 General|8.05.01 General]]===
-The current edition of the [http://mdotcf.state.mi.us/public/specbook/2012/ '''''Standard Specifications for Construction'''''] includes a section dedicated to maintaining traffic and traffic control information.  This section gives pay items, pay units, general usage, materials and so forth.
-Every project, however, is unique and a project specific special provision for traffic control and maintenance is necessary.  This special provision spells out how traffic will be maintained, the limits of the construction influence area, hourly restrictions, treatment during holiday periods or special events, lane closures, staging, ramp and crossroad treatment, how to maintain local traffic, pedestrian traffic and business traffic, provisions for emergency vehicles, and other situations unique to the project.
-The special provision will also give project specific details on stage construction, traffic control devices, pertinent Maintaining Traffic Typicals, and the method of measurement and payment.
-{{top}}
-===[[#8.05.02 Guides|8.05.02 Guides]]===
-The best guides for maintaining traffic special provisions are those previously used on successful projects. The designer should be sure to use current terminology for items contained in the maintaining traffic special provision.
-The Maintaining Traffic Typicals and the MMUTCD are also resource material used for preparing the maintaining traffic plan and special provision.
-Close contact and coordination with the Region/TSC Traffic Engineer and Region/TSC Construction Engineer is necessary to insure a complete and workable maintaining traffic plan.
-{{top}}
-==[[#8.06 PROCEDURES|8.06 PROCEDURES]]==
-During the preparation of a maintaining traffic plan, coordination and cooperation between the designer, Region/TSC Traffic & Safety and Region/TSC Construction is essential.  The procedures to arrive at the plan will vary somewhat from project to project.  The final goal is to establish a plan that is complete, constructible, workable, and that provides safe and efficient movement for the motorist.
-Also see [[Chapter_14_-_Procedures|Chapter 14]].
-{{top}}

Difference between revisions of "Chapter 8 - Maintaining Traffic"

Latest revision as of 11:50, 15 November 2017

Road Design Manual

Navigation menu

Search