RAIL GRADE CROSSINGS Engineering Manual 800 TABLE OF CONTENTS Part 8 - RAIL GRADE CROSSINGS

800 GENERAL ...... 8-3

801 SIGNING ...... 8-3 801-1 General ...... 8-3 801-2 STOP Signs at -Rail Grade Crossings ...... 8-3 801-2.1 General...... 8-3 801-2.2 Application Process for STOP Sign Exemption ...... 8-4 801-2.3 Grade Crossings Identified for Lights and Gates - Interim STOP Sign Policy ...... 8-4

802 MARKINGS ...... 8-5 802-1 General ...... 8-5 802-2 Railroad Pavement Marking Symbol ...... 8-5

803 ILLUMINATION ...... 8-5

804 FLASHING LIGHT SIGNALS, GATES & TRAFFIC CONTROL SIGNALS 804-1 General ...... 8-6 804-2 Definitions ...... 8-6 804-3 Railroad Preemption of Traffic Signals ...... 8-8 804-3.1 General ...... 8-8 804-3.2 When to Preempt ...... 8-8 804-4 Highway-Rail Grade Crossing Warning System Interconnection Design Guidelines ...... 8-9 804-4.1 Purpose...... 8-9 804-4.2 Operation ...... 8-9 804-4.3 Traffic Signal Interface ...... 8-9 804-4.4 Traffic Signal Controller Unit ...... 8-9 804-4.5 Railroad Interface ...... 8-10

805 RUMBLE STRIPS ...... 8-10

830 PLANNING / PROGRAMMING ...... 8-11 830-1 General ...... 8-11 830-2 Program ...... 8-11 830-3 New or Upgrade Highway Traffic Signal Projects ...... 8-11 830-4 New or Upgrade Railroad Warning System Projects ...... 8-12

840 DESIGN INFORMATION ...... 8-13 840-1 General ...... 8-13 840-2 Design of Locations with Railroad Preemption ...... 8-13 840-2.1 General ...... 8-13 840-2.2 Railroad Warning Devices ...... 8-13 840-2.3 Highway Traffic Signal ...... 8-14 840-2.4 Geometrics and Configuration ...... 8-16 840-3 Design of Pre-Signals ...... 8-16 840-4 Design of Queue Cutter Signals ...... 8-17

843 SPECIFICATIONS ...... 8-18

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895 REFERENCE RESOURCES ...... 8-19 895-1 Railroad Grade Separation Program Policies and Procedures Manual .... 8-19 895-2 Railroad-Highway Grade Crossing Handbook ...... 8-19 895-3 AREMA Communication & Signal Manual…...... 8-19

896 FORMS INDEX ...... 8-21 896-1 Highway-Rail Grade Crossing Warning System Railroad Configuration and Timing Requirements ...... 8-21

898 FIGURES INDEX ...... 8-22 898-1 Example of an Interconnection Warning Label ...... 8-22

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Part 8 – RAIL GRADE CROSSINGS

800 GENERAL

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

801-1 General

Signs used at highway-rail grade crossings are addressed in OMUTCD Chapter 8B.

801-2 STOP Signs at Highway-Rail Grade Crossings

801-2.1 General

ORC Section 4511.43 defines the obedience required to a STOP or YIELD sign, and ORC Section 4511.61 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 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 801-2.2) is requested and granted, as noted in ORC Section 4511.61(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, 2002 8-3 800 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.

801-2.2 Application Process for STOP Sign Exemption

Except as noted in Subsection 801-2.1 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.

801-2.3 Grade Crossings Identified for Lights and Gates – Interim STOP Sign Policy

During the interim changeover program described in Section 801-2.1, 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 801-2.2 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 RAIL GRADE CROSSINGS Traffic Engineering Manual 800 802 MARKINGS

802-1 General

The general standards for markings at rail grade crossings are addressed in OMUTCD Chapter 8B and Figures 8B-6 through 8B-9.

802-2 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 641.08 as including the crossbuck, two “R”s, two transverse lines and a stop line. The symbol is also illustrated in Traffic SCD TC-71.10.

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 highway- rail 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.

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804 FLASHING LIGHT SIGNALS, GATES & TRAFFIC CONTROL SIGNALS

804-1 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.

804-2 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 1501-3 also provides other definitions.

This TEM Section includes several more definitions, and for clarification, provides additional information about several of the OMUTCD definitions:

Advance Pedestrian Preemption (APP) - a feature sometimes used by a Traffic Signal Controller in conjunction with Constant Warning Time (CWT) equipment. It makes use of the Motion Detect (MD) output from the CWT equipment to omit pedestrian phases from the Traffic Signal Controller prior to the assertion of the Advance Preemption circuit.

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:

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 8-6 October 23, 2002 Revised January 17, 2020 RAIL GRADE CROSSINGS Traffic Engineering Manual 800 the crossing and to provide a relatively uniform warning time in accordance with a pre-set value.

Design Vehicle – is defined in OMUTCD Section 1A.13 as “the longest vehicle permitted by statute of the authority (State or other) on that roadway.”

ORC Section 5577.05(C)(6) prescribes the maximum length of combination vehicles as sixty-five feet.

Diagnostic Team – is defined in 23 U.S.C. 646.204(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 4511.61, 4513.40, 4907.47, 4907.471, 4907.476, 4907.48, 4907.49, 4907.52 and 4955.33.

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 interface status.

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.

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:

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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/or 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.

804-3 Railroad Preemption of Traffic Signals

804-3.1 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 804-4 for a standardized design guideline to define the requirements of the interconnection between the railroad and traffic signal controller.

See Form 896-1 for a standardized form to transmit preemption functional and time requirements to the railroad company.

804-3.2 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.”

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

8-8 October 23, 2002 Revised January 17, 2020 RAIL GRADE CROSSINGS Traffic Engineering Manual 800 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.

804-4 Highway-Rail Grade Crossing Warning System Interconnection Design Guidelines

804-4.1 Purpose

The purpose of this design guideline is to define the required interface between a highway-rail 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 819.

804-4.2 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/APP. 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. Gate Up is rarely, if ever, used by the Traffic Signal Controller, so APP uses this circuit when APP functionality is called for in the plans.

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.

804-4.3 Traffic Signal Interface

The traffic signal controller shall be provided with a dedicated railroad preemption interface processor system, per TC-86.10. Occasionally, a relay-based interface or a solid-state interface using DC isolator cards may be used. The interface shall function as defined in ODOT SS 919.

804-4.4 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.

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804-4.5 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 interface described in SS 919 and TC-86.10. 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.

8-10 October 23, 2002 Revised January 17, 2020 RAIL GRADE CROSSINGS Traffic Engineering Manual 800 830 PLANNING / PROGRAMMING

830-1 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.

830-2 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).

830-3 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 shall 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 804-3 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 and traffic signal operation often 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.

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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.

830-4 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 804-3 and 804-4 for additional information about railroad preemption of traffic signals and highway-rail grade crossing warning system interconnection design guidelines, respectively.

8-12 October 23, 2002 (January 17, 2020) RAIL GRADE CROSSINGS Traffic Engineering Manual 800 840 DESIGN INFORMATION

840-1 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 , 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.

840-2 Design of Locations with Railroad Preemption

840-2.1 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 804-2.

840-2.2 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.

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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.

840-2.3 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).

Note that AREMA policy (C&S Manual Part 3.1.10) states that for grade crossing warning systems interconnected with highway traffic signals, System Design Time minus Equipment Response Time shall not exceed 50 seconds. Thus, many railroads will not provide AWT greater than 50 seconds.

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. 8-14 October 23, 2002 Revised January 17, 2020 RAIL GRADE CROSSINGS Traffic Engineering Manual 800

b. In many cases, the entrance into the track clearance green interval will create a yellow trap condition. Refer to Section 403-8 for additional information regarding yellow trap.

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 840-3. 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- 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 (January 17, 2020) October 23, 2002 8-15 800 RAIL GRADE CROSSINGS Traffic Engineering Manual

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 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 403-10 for additional information regarding the controller unit railroad preemption functionality.

840-2.4 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 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 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.

840-3 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 840-2.3, 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, 2020) RAIL GRADE CROSSINGS Traffic Engineering Manual 800 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 pre- signal 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 pre- signal 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 left- turn 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.

840-4 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 17, 2020) October 23, 2002 8-17 800 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 919 and TC-86.10.

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895 REFERENCE RESOURCES

895-1 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

895-2 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.

895-3 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 http://www.arema.org/.

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896 Forms Index

896-1 Highway-Rail Grade Crossing and Timing

Form 896-1 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 896-1. 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: ______(Local Highway Authority)

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 804-4 for details concerning the requirements of the interface to be provided by the railroad.

TYPE OF INTERCONNECTION INTERCONNECT #1 INTERCONNECT #2

ADVANCE * (SUPERVISED) SIMULTANEOUS GATE DOWN (Typ. Required) ISLAND (Optional) GATE UP (Optional) NOT REQUIRED * Advance Preemption Time Per AREMA 3.3.10

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898 Figures Index

898-1 Example of an Interconnection Warning Label

Figure 898-1 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 898-1. 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.)

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900 BICYCLE FACILITIES Traffic Engineering Manual

TABLE OF CONTENTS Part 9 - BICYCLE FACILITIES

900 GENERAL ...... 9-3 900-1 General Background ...... 9-3 900-2 Designated Bicycle Routes ...... 9-3

901 SIGNING ...... 9-4 901-1 General ...... 9-4 901-2 Bicycle 3-Foot Clearance Sign (R3-H16) ...... 9-4

902 MARKINGS ...... 9-4 902-1 General ...... 9-4 902-2 Bike Box ...... 9-4

930 PLANNING / PROGRAMMING ...... 9-5 930-1 Planning ...... 9-5 930-2 Funding ...... 9-5

940 DESIGN INFORMATION ...... 9-7 940-1 General ...... 9-7 940-2 Solar-Powered Crossing Sign Assembly ...... 9-7

942 PLAN NOTES ...... 9-7 942-1 General ...... 9-7 942-2 631 Crossing Sign Assembly with Warning Beacon, Solar Powered ...... 9-7

950 CONSTRUCTION ...... 9-9

960 MAINTENANCE / OPERATIONS ...... 9-9

995 REFERENCE RESOURCES ...... 9-9 995-1 General ...... 9-9 995-2 ODOT Design Guidance for Bicycle Facilities ...... 9-9

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Part 9 - BICYCLE FACILITIES

900 GENERAL

900-1 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 4511.01G), 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 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.

900-2 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 www.dot.state.oh.us/Divisions/Planning/SPR/bicycle.

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901 SIGNING

901-1 General

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.

901-2 Bicycle 3-Foot Clearance Sign (R3-H16)

ORC Section 4511.27 addresses the overtaking and passing of vehicles proceeding in the same direction. It states, in part, “When a motor vehicle….passes a bicycle, three feet or greater is considered a safe passing distance.”

The R3-H16 sign should be used at locations where a problem or crash history between motor vehicles and bicyclists exists, and may be used at other locations based on engineering judgment.

R3-H16

902 MARKINGS

902-1 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) 207000, Bikeway Pavement Marking Details also provides details about these markings.

902-2 Bike Box

A Bike Box is a device that is used 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.

In October, 2016 FHWA issued an Interim Approval (IA-18) regarding this device and any agency wishing to use it will have to follow the procedure established in OMUTCD Section 1A.10.

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900 BICYCLE FACILITIES Traffic Engineering Manual

930 PLANNING / PROGRAMMING

930-1 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 non- metropolitan 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. www.dot.state.oh.us/Divisions/Planning/SPR/bicycle.

930-2 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 . • 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 and trails, installing , and marking crosswalks or on- 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, 2002 9-5 900 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 20-004(P)), which is available on-line at http://portal.dot.state.oh.us/Groups/policies/Policies/20-004(P).pdf.

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900 BICYCLE FACILITIES Traffic Engineering Manual

940 DESIGN INFORMATION

940-1 General

Refer to the current AASHTO Guide for Development of Bicycle Facilities, and ODOT PIS 207000, 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.

940-2 Solar-Powered Crossing Sign Assembly

Plan Note 942-2 (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

942-1 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.

942-2 631 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, 2002 9-7 900 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 solar- powered Bicycle or sign assembly.

Use of assemblies with bicycle detectors, including pushbuttons, shall not be permitted on ODOT-maintained installations.

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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

995-1 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 www.dot.state.oh.us/Divisions/Planning/SPR/bicycle .

995-2 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.

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9-10 October 23, 2002 (January 19, 2018) 1000 Traffic Engineering Manual

TABLE OF CONTENTS Part 10 - Reserved for Future Use

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10-2 October 23, 2002 (January 20, 2012)

1100 HIGHWAY LIGHTING Traffic Engineering Manual

TABLE OF CONTENTS Part 11 - HIGHWAY LIGHTING

1100 GENERAL ...... 11-9 1100-1 Introduction ...... 11-9 1100-2 Construction Projects ...... 11-9 1100-3 Force Account (ODOT Operations) Work ...... 11-9

1101 DISTRICT SYSTEM LIGHTING PLAN (DSLP) ...... 11-11

1102 JURISDICTIONAL BOUNDARIES ...... 11-11

1103 WARRANTS and GUIDELINES ...... 11-13 1103-1 General ...... 11-13 1103-2 Warrants for Highway Lighting ...... 11-13 1103-3 Accident History...... 11-13 1103-4 Land Use ...... 11-13 1103-5 Background Lighting ...... 11-14 1103-6 Special Locations ...... 11-14 1103-6.1 General ...... 11-14 1103-6.2 Intersections ...... 11-15 1103-6.3 Pedestrian Walkways ...... 11-15 1103-6.4 Weigh Stations ...... 11-15 1103-6.5 Park and Ride Facilities ...... 11-15 1103-6.6 Bicycle Facilities ...... 11-15 1103-6.7 School Zones / Crossings ...... 11-16 1103-6.8 Sign Lighting ...... 11-16 1103-6.9 Underpasses and ...... 11-16 1103-6.9.1 Underpasses ...... 11-16 1103-6.9.2 Tunnels ...... 11-16 1103-6.9.3 Warrant for Daytime Lighting ...... 11-17 1103-6.9.4 Need for Tunnel Fire Protection ...... 11-18 1103-6.9.5 Need for Tunnel Traffic Control and ITS Devices .. 11-18 1103-6.10 Long, High ...... 11-18 1103-6.11 Rest Areas ...... 11-18 1103-6.12 Miscellaneous Lighting ...... 11-19

1104 CONSISTENCY OF TREATMENT ...... 11-20 1104-1 General ...... 11-20 1104-2 System Consistency ...... 11-20 1104-3 Fixture Consistency ...... 11-20 1104-4 Correlated Color Temperature (CCT) Consistency ...... 11-20

1105 LEVELS OF LIGHTING ...... 11-21 1105-1 General ...... 11-21 1105-2 Continuous Freeway Lighting (CFL) ...... 11-21 1105-3 Complete Lighting (CIL) ...... 11-21 1105-4 Intermediate Interchange Lighting (IIL) ...... 11-21 1105-5 Partial Interchange Lighting (PIL) ...... 11-21

1106 LIGHTING CRITERIA ...... 11-23 1106-1 General ...... 11-23 1106-2 ODOT Lighting Criteria ...... 11-23 1106-2.1 General ...... 11-23 1106-2.2 Intensity ...... 11-23 1106-2.3 Uniformity ...... 11-23 (January 15, 2021) October 23, 2002 11-1 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1106-3 Local Criteria ...... 11-23

1107 GUIDELINES FOR REDUCTION/REMOVAL OF EXISTING LIGHTING ...... 11-25 1107-1 General ...... 11-25 1107-2 DSLP Evaluation ...... 11-25 1107-3 Change in Land Use ...... 11-25 1107-4 User Objections ...... 11-25 1107-4.1 General ...... 11-25 1107-4.2 Existing Complete Interchange Lighting ...... 11-25 1107-4.3 Existing Partial Interchange Lighting ...... 11-25 1107-4.4 Agricultural Areas ...... 11-25

1120 MATERIALS AND HARDWARE ...... 11-27 1120-1 General ...... 11-27 1120-2 Patented or Proprietary Materials, Specifications or Processes ...... 11-27 1120-3 Purchasing Materials for Installation and Use by Local Agencies ...... 11-27 1120-4 Existing Aesthetic Lighting Systems ...... 11-27 1120-5 Local Preferences ...... 11-27 1120-6 Operating Voltage ...... 11-27 1120-7 Arc Flash Labeling Requirements...... 11-28 1120-8 Solid-State (LED) Luminaires ...... 11-28

1130 PLANNING / PROGRAMMING ...... 11-29 1130-1 General ...... 11-29 1130-2 Programming of Projects ...... 11-29 1130-3 Funding Considerations ...... 11-29 1130-3.1 General ...... 11-29 1130-3.2 New Installation ...... 11-29 1130-3.3 Upgrade/Retro-fit ...... 11-29 1130-3.4 Maintenance ...... 11-29 1130-4 State Participation ...... 11-30 1130-5 FAA Requirements ...... 11-30 1130-6 Light Fixtures ...... 11-30 1130-7 Maintenance Concerns ...... 11-30 1130-8 Scope Preparation for Specific Projects ...... 11-31

1140 DESIGN INFORMATION ...... 11-33 1140-1 General ...... 11-33 1140-2 General Theory ...... 11-33 1140-3 Lighting Theory ...... 11-33 1140-3.1 General ...... 11-33 1140-3.2 Illuminance ...... 11-34 1140-3.2.1 General ...... 11-34 1140-3.2.2 Point-by-Point Analysis ...... 11-35 1140-3.3 Luminance ...... 11-35 1140-3.3.1 General ...... 11-35 1140-3.3.2 Small Target Visibility (STV) ...... 11-36 1140-3.4 Headlamps ...... 11-36 1140-3.5 Middle Third ...... 11-36 1140-3.6 Illumination Criteria ...... 11-37 1140-3.6.1 General ...... 11-37 1140-3.6.2 Average Illumination ...... 11-37 1140-3.6.3 Uniformity ...... 11-37 1140-3.7 Critical Location ...... 11-37

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1140-4 Luminaires and Sources ...... 11-38 1140-4.1 General ...... 11-38 1140-4.2 Luminaire Placement ...... 11-38 1140-4.2.1 General ...... 11-38 1140-4.2.2 High-Mast Lighting ...... 11-38 1140-4.2.3 Solid-State (LED) Luminaires...... 11-39 1140-4.3 Conventional ...... 11-39 1140-4.3.1 General ...... 11-39 1140-4.3.2 Mounting Height and Wattage ...... 11-39 1140-4.3.3 Spacing ...... 11-39 1140-4.3.4 Pole Location ...... 11-40 1140-4.3.4.1 Lateral Placement ...... 11-40 1140-4.3.4.2 Bracket Arm Length ...... 11-40 1140-4.3.5 High Mast ...... 11-41 1140-4.3.6 Low Mast ...... 11-41 1140-4.3.7 Decorative ...... 11-41 1140-4.4 Partial Lighting ...... 11-41 1140-4.4.1 Interchange - General Information ...... 11-41 1140-4.4.2 Diamond Interchanges ...... 11-43 1140-4.4.3 Partial Cloverleaf and Cloverleaf Interchanges...... 11-43 1140-4.4.4 Intersection ...... 11-43 1140-4.4.5 Combination Supports ...... 11-44 1140-4.5 Full Lighting ...... 11-44 1140-4.5.1 Interchange ...... 11-44 1140-4.5.2 Street ...... 11-45 1140-4.6 Specific Cases ...... 11-45 1140-4.6.1 Exit and Entrance Gores ...... 11-45 1140-4.6.2 Intersections ...... 11-45 1140-4.6.3 Bridges Over Highways ...... 11-46 1140-4.6.4 Pedestrian Bridges ...... 11-46 1140-4.6.5 Overhead Signs ...... 11-46 1140-4.6.6 Street Trees ...... 11-46 1140-4.6.7 Underpasses ...... 11-46 1140-4.6.8 Tunnels ...... 11-47 1140-4.6.8.1 Tunnel Lighting Design Guidance ...... 11-48 1140-4.6.8.2 Tunnel Fire Protection Design Guid'nce 11-49 1140-4.6.9 Median Mounted ...... 11-50 1140-4.6.10 ...... 11-50 1140-4.7 Placement Adjustments ...... 11-51 1140-5 Circuit Design ...... 11-51 1140-5.1 General ...... 11-51 1140-5.2 Voltage ...... 11-51 1140-5.2.1 General ...... 11-51 1140-5.2.2 Voltage Drop ...... 11-51 1140-5.3 Control Center ...... 11-52 1140-5.3.1 General ...... 11-52 1140-5.3.2 Load ...... 11-52 1140-5.3.3 Location ...... 11-52 1140-5.4 Cable...... 11-52 1140-5.4.1 General ...... 11-52 1140-5.4.2 Cable Size ...... 11-52 1140-5.4.3 Cable Type ...... 11-53 1140-5.4.4 Cable Applications ...... 11-53 1140-5.5 Conduit...... 11-53 1140-5.5.1 Conduit Type ...... 11-53 1140-5.5.2 Conduit Size ...... 11-53 1140-5.5.3 Conduit Fill ...... 11-53 1140-5.6 Splice Types ...... 11-53 1140-5.6.1 Connections Unfused Permanent ...... 11-53 (January 15, 2021) October 23, 2002 11-3 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1140-5.6.2 Connections Non-Permanent ...... 11-53 1140-5.6.3 Summary of Connection Applications ...... 11-54 1140-5.7 Pull Box ...... 11-54 1140-5.7.1 General ...... 11-54 1140-5.7.2 Pull Box Types ...... 11-54 1140-5.7.3 Placement ...... 11-54 1140-5.8 Junction Box ...... 11-55 1140-5.9 Trenching ...... 11-55 1140-5.9.1 General ...... 11-55 1140-5.9.2 Trench in Paved Areas - Jacking ...... 11-55 1140-5.9.3 Trench in Paved Areas - Open Cut ...... 11-55 1140-6 Foundations ...... 11-55 1140-6.1 Foundation Types ...... 11-55 1140-6.1.1 Conventional ...... 11-55 1140-6.1.1.1 General ...... 11-55 1140-6.1.1.2 Drilled Shaft ...... 11-56 1140-6.1.1.3 Median Mounted ...... 11-56 1140-6.1.1.4 Pilasters ...... 11-56 1140-6.1.2 High Mast ...... 11-56 1140-6.1.2.1 General ...... 11-56 1140-6.1.2.2 Maintenance Platforms and Grade Flattening ...... 11-57 1140-6.1.2.3 Median Mounted ...... 11-57 1140-6.1.3 Low Mast ...... 11-57 1140-6.1.3.1 General ...... 11-57 1140-6.1.3.2 Median Mounted ...... 11-57 1140-6.1.4 Decorative ...... 11-57 1140-6.2 Locations...... 11-57 1140-6.2.1 Conventional ...... 11-57 1140-6.2.2 High Mast ...... 11-58 1140-6.2.2.1 General ...... 11-58 1140-6.2.2.2 Maintenance Platforms ...... 11-58 1140-6.2.3 Low Mast ...... 11-58 1140-6.2.4 Decorative ...... 11-58 1140-7 Grounding ...... 11-58 1140-7.1 Towers ...... 11-58 1140-7.2 Conventional ...... 11-58 1140-7.2.1 General ...... 11-58 1140-7.2.2 Pilasters ...... 11-59 1140-7.3 Bridges ...... 11-59 1140-7.4 Fences ...... 11-59 1140-8 Suggested Procedure for Light Tower Foundation Design ...... 11-59

1141 PLAN PREPARATION / PRODUCTION ...... 11-61 1141-1 General ...... 11-61 1141-2 Coordination with Utilities ...... 11-61 1141-3 Plan Composition ...... 11-61 1141-3.1 General ...... 11-61 1141-3.2 General Notes ...... 11-62 1141-3.3 General Summary ...... 11-62 1141-3.4 Sub-summaries ...... 11-62 1141-3.5 Schematic Index ...... 11-62 1141-3.6 Plan Sheets...... 11-62 1141-3.7 Special Details ...... 11-63 1141-3.7.1 Required Special Details for Underpass Lighting ...... 11-63 1141-3.8 Circuit Maps ...... 11-64 1141-3.9 Tower Cross Sections ...... 11-64 1141-3.10 Wiring and Circuit Designations ...... 11-64 1141-4 Submissions and Project Development Reviews ...... 11-65 11-4 October 23, 2003 (January 15, 2021) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1141-4.1 General ...... 11-65 1141-4.2 Project Development Process Stage 2 ...... 11-65 1141-4.3 Project Development Process Stage 3 ...... 11-66 1141-4.4 Review Checklists ...... 11-66 1141-4.4.1 General ...... 11-66 1141-4.4.2 Stage 2 Plans ...... 11-66 1141-4.4.3 Stage 3 Plans ...... 11-67

1142 PLAN NOTES ...... 11-70 1142-1 General ...... 11-70 1142-2 625, Pull Box Cleaned ...... 11-70 1142-3 625, Conduit Cleaned and Cables Removed...... 11-70 1142-4 625, Anchor Bolt and Repair ...... 11-70 1142-5 Luminaire, High Mast, As Per Plan ...... 11-71 1142-6 Luminaire, Low Mast, As Per Plan ...... 11-71 1142-7 625, Luminaire, Conventional, As Per Plan ...... 11-71 1142-8 625, Luminaire, Post-top, As Per Plan ...... 11-72 1142-9 625, Luminaire, Underpass, As Per Plan ...... 11-72 1142-10 625, Luminaire, Installation Only, As Per Plan ...... 11-72 1142-11 Lamps ...... 11-72 1142-12 625, Light Pole, Installation Only, As Per Plan ...... 11-72 1142-13 625, Light Tower, Installation Only, As Per Plan ...... 11-73 1142-14 Light Pole Anchor Bolts On Structures ...... 11-73 1142-15 Reserved for Future Information ...... 11-73 1142-16 Conduit Expansion and Deflection ...... 11-73 1142-17 625, Power Service, As Per Plan ...... 11-74 1142-18 Special, Power Service Fence ...... 11-74 1142-19 High Voltage Test Waived ...... 11-74 1142-20 Padlocks and Keys ...... 11-74 1142-21 Special, Maintain Existing Lighting ...... 11-74 1142-22 625 Lighting, Misc.: FAA Type L-864 Obstruction Lighting, LED ...... 11-75 1142-23 625 Lighting, Misc.: -Mounted Marine Navigation Lighting, LED ...... 11-76 1142-24 625, Decorative Post-Top Luminaire, Solid-State (LED), Lantern Style, 3000K, Black Finish ...... 11-77 1142-25 625, Decorative Post-Top Luminaire, Solid-State (LED), Acorn Style, Refractive Glass, 3000K, Black Finish ...... 11-78 1142-26 625, RGBW Aesthetic Lighting System ...... 11-79 1142-27 Decorative Teardrop Luminaire, Solid-State (LED), Refractive Glass, 3000K, Black Finish ...... 11-84

1143 SPECIFICATIONS ...... 11-85

1150 CONSTRUCTION ...... 11-86 1150-1 Introduction ...... 11-86 1150-1.1 General ...... 11-86 1150-1.2 Contractor Prequalification ...... 11-86 1150-1.3 Respect for Contractor... …………………………………………….11-86 1150-1.4 Protection of Utility Lines …………………………………………….11-86 1150-1.5 Plan Discrepancy, Design Ambiguity, Consultation with Designer ...... 11-86 1150-2 Materials ...... 11-87 1150-2.1 General………………………………………………...... 11-87 1150-2.2 Qualified Products List ………………………………………………11-87 1150-2.3 TE-40 Material Certification …………………………………………11-87 1150-2.4 Certified Drawings ……………………………………………………11-87 1150-2.5 Project Inspection of Material ……………………………………….11-88 1150-3 Luminaires ...... 11-88 (January 15, 2021) October 23, 2002 11-5 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1150-3.1 General ...... 11-89 1150-3.2 Conventional Luminaire ...... 11-89 1150-3.3 Side-Mount Roadway Luminaire ...... 11-89 1150-3.4 High-Mast Luminaire ...... 11-89 1150-3.5 Low-Mast Luminaire ...... 11-89 1150-3.6 Underpass Luminaire ...... 11-89 1150-4 Lamps ...... 11-89 1150-5 Supports ...... 11-90 1150-5.1 General ...... 11-90 1150-5.2 Inspection of Support Components ...... 11-90 1150-5.2.1 Inspection of Welds ...... 11-90 1150-5.2.2 Inspection of Galvanizing ...... ………………11-90 1150-5.2.3 Compliance with Shop Drawings...... ………11-91 1150-5.3 Assembly of Supports ...... 11-91 1150-5.4 Erection of Supports ...... 11-91 1150-6 Foundations ...... 11-92 1150-6.1 General ...... …………………………………………………11-92 1150-6.2 Foundation Location …………………………………………………11-92 1150-6.3 Excavation …………………………………………………………….11-93 1150-6.4 Placement of Concrete ………………………………………………11-93 1150-7 Pull Boxes (Manholes) ...... 11-93 1150-8 Junction Boxes (Handholes) ...... 11-93 1150-9 Conduit ...... 11-94 1150-10 Trench ...... 11-94 1150-11 Power Service ...... 11-94 1150-12 Grounding ...... 11-95 1150-12.1 General ...... ……………………………………………………….11-95 1150-12.2 Ground Rods .. ……………………………………………………….11-95 1150-12.3 Exothermic Welds ... …………………………………………………11-95 1150-12.4 Structure Grounding .. ……………………………………………….11-95 1150-12.5 Bonding along Circuits... ……………………………………………11-96 1150-13 Wiring and Cabling ...... 11-96 1150-13.1 General ...... …………………………………………..11-96 1150-13.2 Pole and Bracket Cable ... …………………………………………..11-96 1150-13.3 Distribution Cable .. ………………………………………………….11-96 1150-13.4 Duct Cable .. ………………………………………………………….11-97 1150-13.5 Conductor Identification ... …………………………………………..11-98 1150-14 Connections ...... 11-98 1150-14.1 General ...... ……………………………11-98 1150-14.2 Sizing Conductor to Device Terminal .. ……………………………11-98 1150-14.3 Crimped Compression Connections .. ……………………………..11-98 1150-14.4 Pull-Apart and Bolted Connections . ………………………………11-98 1150-14.5 Unfused Permanent Connections . ….…………………………….11-98 1150-15 Test Procedures ...... 11-99 1150-15.1 General ...... ……………………………………………..11-99 1150-15.2 Grounding Electrodes .. ……………………………………………..11-99 1150-15.3 Circuit Continuity . …………………………………………………...11-99 1150-15.4 Cable Insulation .. ……………………………………………………11-99 1150-15.5 Lowering Device Operation ……………………………………….11-100 1150-15.6 System Performance ………………………………………………11-100 1150-16 Provide Information to Maintaining Agency ...... 11-100 1150-17 Documentation Requirements...... 11-100

1160 MAINTENANCE / OPERATIONS ...... 11-101 1160-1 General ...... 11-101 1160-2 Lighting Maintenance Practice Process ...... 11-101 1160-3 Determination of Responsibility ...... 11-101 1160-3.1 ODOT and Local Jurisdictions ...... 11-101 1160-3.2 ODOT and the Power Companies ...... 11-101 11-6 October 23, 2003 (January 15, 2021) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1160-4 Emergency Maintenance ...... 11-102 1160-5 Reactive Maintenance ...... 11-102 1160-6 Periodic Inspection ...... 11-102 1160-7 Required Preventive Maintenance ...... 11-102 1160-8 Recommended Preventive Maintenance ...... 11-102 1160-9 Replacement Luminaires ...... 11-103 1160-10 Failure Analysis ...... 11-103 1160-11 Repairing Broken Conduit and Duct Cable ...... 11-103 1160-11.1 General ...... 11-103 1160-11.2 Repair Damaged Duct Cable ...... 11-103 1160-11.3 Repair PVC Conduit ...... 11-104 1160-11.4 Repair Rigid Conduit ...... 11-104 1160-12 Troubleshooting Lamps ...... 11-104 1160-12.1 General ...... 11-104 1160-12.2 Lamp Will Not Start...... 11-104 1160-12.3 Short Lamp Life ...... 11-104 1160-12.4 Flickering ...... 11-105 1160-12.5 Blown Fuses ...... 11-105 1160-12.6 Lamp Light Output Low ...... 11-105 1160-12.7 Lamp Starts Slowly ...... 11-105 1160-12.8 Blackened Arc Tube ...... 11-106 1160-12.9 Abnormal Lamp Color Difference ...... 11-106 1160-12.10 Whole Circuit Off ...... 11-106 1160-13 Pole Replacement/Foundation Repair ...... 11-106 1160-13.1 General ...... 11-106 1160-13.2 Anchor Bolts Sheared ...... 11-106 1160-13.3 Anchor Bolt Bent ...... 11-107 1160-13.4 Cracked Concrete in Foundation ...... 11-107 1160-13.5 Anchor Bolt Adapter Plates ...... 11-107 1160-14 Bracket Arm Repairs ...... 11-107

1196 FORMS INDEX (no forms at this time) ...... 11-109

1197 TABLES INDEX ...... 11-109 Table 1197-1. Suggested Data for the District System Lighting Plan ...... 11-111 Table 1197-2. Codes for Use in the District System Lighting Plan ...... 11-112 Table 1197-3. Warrants for Freeway and Interchange Lighting ...... 11-113 Table 1197-4. Average Maintained Luminance Design Values ...... 11-114 Table 1197-5. Nominal Mounting Height and HPS Wattage ...... 11-115 Table 1197-6. Typical Bracket Arm Lengths (HPS)...... 11-115 Table 1197-7. Recommended Conduit Sizes ...... 11-116 Table 1197-8. Lighting Load Table ...... 11-116 Table 1197-9. Recommended Lateral Soil Pressures for Foundations ...... 11-117 Table 1197-10. Foundation Embedment Nomograph ...... 11-118 Table 1197-11. Allowable Lateral Soil Resistance ...... 11-119 Table 1197-12. Highway Lighting Responsibilities ...... 11-119

1198 FIGURES INDEX ...... 11-121 Figure 1198-1. Roadway Lighting Fixture Distribution ...... 11-123 Figure 1198-2. Effects of Full Cut-Off and Non Cut-Off Luminaires ...... 11-124 Figure 1198-3. Typical Luminaire Placement Partial Interchange Lighting (PIL) ...... 11-125 Figure 1198-4. Detail of Luminaire Placement for Class I Exit Terminal (PIL) ...... 11-126 Figure 1198-5. Partial Lighting Applications to the Basic ...... 11-127 Figure 1198-6. Reserved for Future Information ...... 11-128 Figure 1198-7. Intersection Lighting Examples ...... 11-129 (January 15, 2021) October 23, 2002 11-7 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-8. Luminaire Mounting Arrangements ...... 11-129 Figure 1198-9. Key Unit Locations ...... 11-130 Figure 1198-10. Underpass Key Unit Locations ...... 11-131 Figure 1198-11. Control Center Data Chart ...... 11-132 Figure 1198-12. Voltage Drop Study ...... 11-133

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Part 11 - HIGHWAY LIGHTING

1100 GENERAL

1100-1 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 725.

1100-2 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.

1100-3 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 highway lighting 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.

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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 1197-1 and 1197-2, 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.

1102 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 new lighting systems cross existing 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. Generally, each jurisdiction should have its own Power Service.

Where new jurisdictional boundaries cross existing lighting systems, consideration should be given to assigning (by written agreements) maintenance responsibilities to one entity.

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1103 WARRANTS and GUIDELINES

1103-1 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.

1103-2 Warrants for Highway Lighting

Warrants for freeway and interchange lighting are shown in Table 1197-3. 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 1197-3 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.

1103-3 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.

1103-4 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 1197-4, “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.

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2. Intermediate - These areas have a blend of commercial or residential types of land use. Multi- family 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 1197-4, “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 1197-4, “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.

1103-5 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.

1103-6 Special Locations

1103-6.1 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.

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1103-6.2 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.

1103-6.3 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.

1103-6.4 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 1105-5). 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 low-mounted 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.

1103-6.5 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.

1103-6.6 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.

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1103-6.7 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.

1103-6.8 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.

1103-6.9 Underpasses and Tunnels

1103-6.9.1 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 that 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, to assure consistency of underpass lighting treatment within an area.

Additional guidance is available in the latest version of ANSI/IES Recommended Practice for Tunnel Lighting (RP-22), the AASHTO Roadway Lighting Design Guide (GL-6), and the NFPA Standard for Road Tunnels, Bridges, and Other Limited Access Highways (NFPA 502).

1103.6.9.2 Tunnels

All ODOT design projects should require use of the TEM and RP-22 for tunnel lighting design. This requirement should be in the project Scope of Services. Lighting design assistance for underpasses and tunnels is available from the Office of Roadway Engineering.

The definition of a “tunnel” can vary, depending upon the particular engineering application and standards documents referenced. For highway lighting, ODOT defines a tunnel using definitions very similar to the definition in Chapter 5 of the AASHTO Roadway Lighting Design Guide (GL-6).

Tunnel: A structure of any type that surrounds a vehicular roadway and is longer than an underpass (e.g., greater than 75 feet), and requires supplementary daytime lighting.

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Short Tunnel: A tunnel is considered “short” if its length from portal to portal is equal to or less than the wet-pavement minimum stopping sight distance (SSD) as recommended by the AASHTO Policy on Geometric Design of Highways and Streets for the vehicle operating speeds of the tunnel roadway and approaches. A short tunnel has only one lighting zone.

Long Tunnel: ODOT defines a “long” tunnel as one whose length from portal to portal is greater than the wet-pavement minimum stopping sight distance (SSD). A long tunnel has two or more lighting zones.

1103.6.9.3 Warrant for Daytime Tunnel Lighting

Designers should use RP-22 Chapter 6 by default for tunnel lighting design. However, for Short Tunnels only, ODOT allows the following alternative procedure to help determine if the installation of daytime lighting is warranted. This procedure derives from the AASHTO Roadway Lighting Design Guide (GL-6), Chapter 5, and the British Standard Code of Practice for the Design of Road Lighting Part 2 (BS 5489-2:2003), Annex C. This procedure is generally simpler than the RP-22 procedure and suitable for low-speed, low- traffic-volume applications. ODOT accepts this design method only with approval from the Office of Roadway Engineering, and usually only for lower design speeds.

1. Assume the entire tunnel entrance portal is in view from the perspective of an approaching motorist. Place the driver no closer than one Stopping Sight Distance (SSD) from the entrance portal. That gives the driver ample distance to stop if there is a visible obstruction in the tunnel without passing into the entrance portal. 2. Create a perspective drawing from the driver’s point of view that shows both the entrance and exit portals. Calculate the area ratio of the exit portal to the entrance portal from this drawing. a. For approach speeds of less than 35mph, if the exit portal area is less than 50% of the entrance portal area, daytime lighting should be installed. b. For approach speeds of 35mph or more, if the exit portal area is less than 80% of the entrance portal area, daytime lighting should be installed. c. Curvature of the structure must be considered. Some structures, such as curved underpasses, will warrant daytime lighting at shorter lengths than similar straight structures.

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1103.6.9.4 Need for Tunnel Fire Protection

All ODOT design projects should require use of the TEM and NFPA 502 for tunnel fire- protection design. This requirement should be in the project Scope of Services. Fire protection can include both alarm and suppression facilities. Contact the Office of Structural Engineering and the Office of Roadway Engineering for assistance. Additional design information on fire protection is located in 1140-4.6.

It is important to note that the Authority Having Jurisdiction (AHJ) determines the applicability of NFPA 502 to a given structure. As defined by NFPA 502, the AHJ is a broad term. The AHJ typically includes a local fire department as well as ODOT, and sometimes includes other agencies.

NFPA 502 Table 7.2, Road Tunnel Fire Protection Reference, is a convenient tabulation of Fire Protection System requirements. Copies of the table are available from the Office of Roadway Engineering. Both planners and designers should consult this Table whenever a tunnel of any length is part of a project. NFPA 502 categorizes tunnels by length. Most tunnels in Ohio will be NFPA Category X (less than 300 feet) or Category A (between 300 feet and 800 feet). Planners and designers should note that a Category A tunnel carries a mandatory requirement for a fire protection standpipe and water supply.

1103.6.9.5 Need for Tunnel Traffic Control and ITS Devices

NFPA 502 has requirements for traffic control devices to stop approaching traffic during certain events (e.g., a fire). This may include traffic control devices on the adjacent roadway network. Contact the Office of Roadway Engineering for assistance.

In addition, there is often a need for CCTV tunnel monitoring cameras and other devices requiring integration with ODOT’s ITS architecture, such as Dynamic Message Signs and Ramp Signals. Contact the Office of Traffic Operations for assistance. Additional design information on traffic control and ITS devices is located in 1140-4.6.

1103-6.10 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.

1103-6.11 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 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.

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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 and the highway. Lighting should be considered when the driveways are of extreme length or large truck parking occurs along the driveway.

1103-6.12 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.

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1104 CONSISTENCY OF TREATMENT

1104-1 General

Lighting warrants and guidelines are discussed in general in Chapter 1103 and the warrants for freeways and interchanges are specifically addressed in Table 1197-3. 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.

1104-2 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.

1104-3 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 solid-state (LED) 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 solid-state (LED) should be discouraged (see Section 1130-6).

1104-4 Correlated Color Temperature (CCT) Consistency

In all areas where ODOT is responsible for operation and maintenance costs of highway lighting, the District shall coordinate the appearance of adjacent sections of lighting to minimize adjacent areas of significantly different correlated color temperatures (CCT). ODOT specifications for solid- state (LED) luminaires call for CCT = 3000K. Some local jurisdictions use CCTs of 4000K and higher. HPS CCTs are around 2200K. These differences in the apparent color of roadway lighting sources are sometimes noticeable to drivers, and although they represent no driver safety issue, adjacent lighting clusters with different CCTs shall be avoided.

The best way to avoid adjacent clusters of varying CCT is through careful project planning while referencing the DSLP. Projects installing new lighting may need to upgrade adjacent lighting clusters to match. Physical separation between lighting clusters is another treatment, and a separation of at least 30 seconds of travel time is suggested.

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1105 LEVELS OF LIGHTING

1105-1 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 1103. The warrants for freeway and interchange lighting are shown in Table 1197-3.

1105-2 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 1106.

1105-3 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 1106.

1105-4 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 1197-3. 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 1197-3. 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.

1105-5 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 1106-2 will not be satisfied.

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1106 LIGHTING CRITERIA

1106-1 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 1197-4 (which is based on AASHTO criteria) must be justified on some basis other than solely for the safe and efficient flow of traffic.

1106-2 ODOT Lighting Criteria

1106-2.1 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.

1106-2.2 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 1106-2.3. For non-freeway lighting, reference should be made to Table 1197-4 for recommended average maintained horizontal illumination levels.

1106-2.3 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 3:1.

1106-3 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.

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1107 GUIDELINES FOR REDUCTION/REMOVAL OF EXISTING LIGHTING

1107-1 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.

1107-2 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.

1107-3 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.

1107-4 User Objections

1107-4.1 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.

1107-4.2 Existing Complete Interchange Lighting

If the warrants for complete interchange lighting (Table 1197-3) 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.

1107-4.3 Existing Partial Interchange Lighting

If the warrants for partial interchange lighting (Table 1197-3) are met and the DSLP recommends lighting, other methods should be investigated for reducing the lighting impact outside of the right-of-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.

1107-4.4 Agricultural Areas

Some crops (notably soybeans) can be affected by light trespass. The physiological phenomenon, known as photoperiodism, is limited to small portions of agricultural fields near lighting installations. Typically, only high mast lighting installations create enough light trespass to affect agricultural crops. In Ohio, the only commodity agricultural crops affected by light trespass are soybeans (Glycine Max). This effect does not change the overall yield of the soybean field, but it does delay flowering, which subsequently delays maturity. The resulting

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non-uniform bean maturation within the field can result in difficult harvesting operations (combine clogging, delays in harvesting portions of the same field), higher average crop moisture readings (grain elevator moisture penalties), or drop losses in the unaffected beans if the producer waits for the affected beans to fully mature before harvesting the entire field. Producers can often modify their harvesting operations slightly to allow complete harvest of the affected field with no net loss: occasional partial or full-width combine swaths are made through the less mature areas of the field, thus mixing the higher-moisture grain with drier grain from combine swaths taken in more mature areas of the field.

The photoperiodic effect for soybeans is typically limited to within a few hundred feet of the base of a high mast light tower, so the total area affected within a typical agricultural field is quite small. The observed effect in Ohio is limited to areas of the field experiencing more than 0.1fc illumination. Therefore, ODOT recommends that lighting designers allow no more than 0.1fc of light trespass into adjacent agricultural fields. Asymmetric luminaires, shields, tilting of luminaires, use of low-mast or conventional supports, and careful placement of high mast supports can all be used by designers to meet this trespass criterion.

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1120 MATERIALS AND HARDWARE

1120-1 General

There are several different types of hardware available for highway lighting. All new ODOT owned and maintained lighting power service should be three-wire (single-phase) or four-wire (three- phase) grounded neutral design. Also, highway facilities that are ODOT-maintained should utilize the standard lighting hardware of high-mast, low-mast or conventional poles.

1120-2 Patented or Proprietary Materials, Specifications or Processes

The use of patented or proprietary materials, specifications or processes is discussed in Section 120-4.

1120-3 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 120-4 and 120-5 describe processes that have been established whereby local agencies can purchase such items through ODOT.

1120-4 Existing Aesthetic Lighting Systems

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.

1120-5 Local Preferences

See Section 120-4 for more information about local preferences and proprietary bids.

In order to be in compliance with C&MS 106.09 (domestic steel), the Office of Materials Management has created an Approved List for decorative steel 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 to the domestic steel requirement. Foundations and conduits for non-approved poles that would be provided by the locals at their own cost are not eligible for participation.

1120-6 Operating Voltage

In 600 volt class circuits the voltage between any two conductors may not exceed 600 volts. Industry standard voltages are 120, 208 and 277 volts line to ground and 240 and 480 volts line to line. Highway lighting power service from the utility company is generally single phase, 3 wire or 3- phase. Thus the practical luminaire operating voltages are limited to 120 or 240 volts line to ground and 240 or 480 volts line to line for single-phase service and 208 or 277 line to ground for three- phase service.

When a three-phase service from the power company feeds the lighting control center, designers shall limit load imbalance to 15 percent or less of the total connected load kVA.

To help reduce shock hazards, all new ODOT lighting installations should be limited to maximum

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240VAC-to-ground for single-phase service and 277VAC-to-ground for 3-phase service.

1120-7 Arc Flash Labeling Requirements

The National Electrical Code Article 110, Requirements for Electrical Installations, requires that Arc Flash Hazard Warning markings be applied to many electrical enclosures. ODOT Supplemental Specification 825 ARC-FLASH HAZARD CALCULATIONS AND EQUIPMENT LABEL is the construction item for such labeling. This item should be included for each lighting power service disconnect enclosure and all upstream enclosures on the customer end of the power service. Enclosures (including light towers) downstream from the main disconnect very rarely require arc- flash analysis.

It can be difficult for designers to decide which electrical enclosures will require SS 825 during construction. The ODOT District, the Office of Roadway Engineering, and the Office of Traffic Operations can provide assistance with this determination. The Designer Notes of SS 825 also provide some useful guidiance.

The arc flash label requirement of the NEC Art. 110 requires only a “generic” Warning marking, which does not need any site-specific electrical analysis. ODOT SS 825 is intended to exceed this minimum NEC requirement by analyzing the subject enclosure and the electrical system feeding it. Based on this analysis, the SS 825 label provides information to guide maintainers on the proper selection of PPE (Personal Protective Equipment) required for energized access to, or energized work within, that enclosure. ODOT Standard Procedure 220-006(SP) has additional Electrical Safety Procedure details, and the intent of SS 825 Arc Flash Labels is to satisfy this Procedure.

1120-8 Solid-State (LED) Luminaires

Designers should use Solid-State (LED) luminaires for all new lighting installations.

Older plans originally produced using HPS luminaires should be revised before sale to use Solid- State (LED) luminaires, if possible. After sale, the District shall consider whether a change order is justified to change from HPS to LED. From an engineering standpoint, such a change is almost always worthwhile.

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 1114. The Approved List is published by the ODOT Office of Materials Management on their website.

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1130 PLANNING / PROGRAMMING

1130-1 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.

1130-2 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 1130-3); 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 1120-6). For temporary lighting see Part 6.

1130-3 Funding Considerations

1130-3.1 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 1130-4.

1130-3.2 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.

1130-3.3 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.

1130-3.4 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.

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1130-4 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.

1130-5 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 1404.1).

1130-6 Light Fixtures

As noted in Section 1104-3, 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.

1130-7 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 11-30 October 23, 2003 Revised July 18, 2014 1100 HIGHWAY LIGHTING Traffic Engineering Manual maintenance of the proposed lighting.

1130-8 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.

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1140 DESIGN INFORMATION

1140-1 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.

The Lighting Design Reference Packet is available to assist designers with lighting design and plan preparation.

1140-2 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- 8.

1140-3 Lighting Theory

1140-3.1 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.

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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 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 1198-1 illustrates five basic lateral 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 1198-2 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 1197-4.

1140-3.2 Illuminance

1140-3.2.1 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: Eave = (L x CU x LLF) S x W Where:

Eave = 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 11-34 October 23, 2003 (July 20, 2018) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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 164 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 33

1140-3.2.2 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:

Eh = cp cos θ d2 Where:

Eh = 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-by- point method. Manufacturers have these type programs available and will normally provide design layouts.

1140-3.3 Luminance

1140-3.3.1 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.

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1140-3.3.2 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 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.

1140-3.4 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.

1140-3.5 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 Minimum Separation Feet Feet 32.5 40 40 60 50 90

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.

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1140-3.6 Illumination Criteria

1140-3.6.1 General

In designing a new highway lighting system, the quantity and quality of illumination must first be established.

1140-3.6.2 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 1197-4.

1140-3.6.3 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.

1140-3.7 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, , 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, 2002 11-37 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 1140-4.4 and 1140-4.6 for specific information.

1140-4 Luminaires and Sources

1140-4.1 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 1120-8, ODOT has specifications and Approved Lists related to various types of luminaires.

1140-4.2 Luminaire Placement

1140-4.2.1 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.

1140-4.2.2 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. 11-38 October 23, 2003 Revised July 17. 2015 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 725.21 discusses detailed requirements for light towers, and the designer should be familiar with that specification when evaluating proposals relative to tower lighting.

1140-4.2.3 Solid-State (LED) Luminaires

For an LED lighting system, the designer shall strive to find two interchangeable solid-state (LED) luminaires. If this is not possible, it may be necessary to request a proprietary bid. Section 120-4 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 two interchangeable solid-state (LED) luminaires cannot be found, then two 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 and B and shall apply project-wide. All LED luminaire Plan Notes should include the phrase “or approved equal” unless a proprietary approval has been obtained.

1140-4.3 Conventional

1140-4.3.1 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.

1140-4.3.2 Mounting Height and Wattage

The standard mounting height and luminaire rating combinations used by ODOT can be found in Table 1197-5.

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.

1140-4.3.3 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:

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Luminaire Spacing = LL x CU x LLD x LDD Eh x W

Where:

LL = Initial lamp lumens CU = Coefficient of utilization LLD = Lamp lumen depreciation factor LDD = Luminaire dirt depreciation factor Eh = 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.

1140-4.3.4 Pole Location

1140-4.3.4.1 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.

1140-4.3.4.2 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 1197-6.

The following maximum combinations of bracket arm length and pole height are useful rule-of-thumb values for light poles mounted on aluminum transformer bases. Other combinations are possible but their feasibility must be verified by the designer with at least two manufacturers before including in the Plans.

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- 40’ MH / 22’ arm - 45’ MH / 18’ arm - 50’ MH / 15’ arm

1140-4.3.5 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 725.21 for additional information on luminaires for light towers.

1140-4.3.6 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- 10.11) 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.

1140-4.3.7 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 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 is often used.

1140-4.4 Partial Lighting

1140-4.4.1 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 1197-3). 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 1198- 3 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 Revised January 18, 2019 October 23, 2002 11-41 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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 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 1198-3.

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 1140-4.6). 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

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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 1198-3). 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 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 1198-3 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 1198-4. 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 1198-4. Reference should also be made to Figure 1198-4 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 1140-4.6.2). 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 1140-4.6, and grounding, conduit, pilasters, etc., for these units should be provided with the initial bridge construction to facilitate the future addition of bridge lighting.

1140-4.4.2 Diamond Interchanges

An illustration of partial lighting applications to a basic diamond interchange is shown in Figure 1198-5.

1140-4.4.3 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.

1140-4.4.4 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 (January 18, 2019) October 23, 2002 11-43 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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 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 1198-7 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 1140-4.4.1.

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.

1140-4.4.5 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.

1140-4.5 Full Lighting

1140-4.5.1 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 1140-4.2. 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 11-44 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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 application.

1140-4.5.2 Street

Instead of partial lighting along a street (i.e., intersection lighting, as discussed in Section 1140-4.4.4), 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 1140-4.3.3 The “one-side,” “staggered” and “opposite” arrangements (Figure 1198-8) 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 1140-4.4.4. Finally, the pole locations between intersections are determined based on the arrangement and calculated spacing, with minor spacing adjustments as needed.

1140-4.6 Specific Cases

1140-4.6.1 Exit and Entrance Gores

See Section 1140-4.4.1 for information about lighting exit and entrance gore areas.

1140-4.6.2 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),

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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. 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 1140-4.4.4 for information about highway lighting at intersections.

1140-4.6.3 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 1198-9 for overpass key unit locations.

1140-4.6.4 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.

1140-4.6.5 Overhead Signs

See Section 1140-3.5 for information about lighting overhead signs.

1140-4.6.6 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.

1140-4.6.7 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

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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 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 Distance from Light Unit to Parapet Feet Feet

32.5 40

40 60

50 90

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 1198-10 for underpass key unit locations.

1140-4.6.8 Tunnels

Planners and designers should review Section 1103-6.9, Underpasses and Tunnels, for definitions, warrants, and other information related to 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.

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3. Characteristics of the area surrounding the tunnel portal. 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 relatively rare in Ohio, the designer should reference the ANSI/IES Tunnel Lighting (RP-22) publication 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.

1140-4.6.8.1 Tunnel Lighting Design Guidance

Tunnel lighting design is done using luminance criteria (units of cd/m2) instead of the illuminance criteria (units of fc) typically used by ODOT for lighting design on open roadways. Designers should be aware that luminance-based tunnel design usually requires special software (e.g., AGi32™) not commonly used for open-roadway lighting design.

The following list includes specific design guidance for tunnel lighting design on ODOT projects. Contact the Office of Roadway Engineering for additional guidance.

A. An early step in tunnel lighting design is to obtain the required threshold luminance level (Lth). RP-22 gives several methods for this in Part 6.4. a. For short tunnels, the use of RP-22 Part 6.4.1, which determines preliminary design Lseq and Lth values, will often be acceptable to ODOT as a final design value as well. b. For long tunnels, the more involved RP-22 Part 6.4.2 method of determining Lseq should be used. Essentially, the designer first calculates an equivalent veiling luminance (Lseq) for the general area seen by the driver approaching the tunnel under worst-case (bright sun) conditions. Next, Lth is obtained by multiplying Lseq by a ratio. The ratio value is determined by a subjective criterion known as the Safety Rating Number (SRN). Note that ODOT recommends the use of SRN = 5. B. Long tunnels are rare in Ohio. However, if the tunnel is long, then following the threshold lighting zone will be one or more additional lighting zones of gradually decreasing design luminance values. RP-22 Part 6.4.3 presents two methods for calculating the transition zone luminance values, either of which are acceptable to ODOT, but the Step-Down Method is preferred. C. Choose the nighttime luminance levels per RP-22 Part 6.4.5. D. Some tunnels require switching steps that vary the internal luminance in response to the external luminance changes created by the weather and changes in the position of the sun. The following guidelines apply to ODOT projects: a. Provide a PLC conforming to ODOT Supplemental Spec 818 for the control system. b. Provide a control system enclosure conforming to ODOT Supplemental Spec 820. Locate the enclosure in an area that will not be in direct sunlight or provide a shelter, because the enclosure is passively cooled (unless active cooling is approved by ODOT). Provide all conduit entries with O-ring sealed hubs. c. Obtain entrance portal measurements with one or more luminance meters compatible with the PLC inputs. An analog output is preferred, and this signal should be filtered and appropriately time-averaged at the PLC. d. Dim tunnel luminaires using a 0-10VDC dimming signal obtained from the PLC. Buffer the signal as necessary. Provide a separate control signal for each zone. E. Provide communications conforming to Supplemental Specification 809 for monitoring the tunnel conditions. The set of tunnel condition parameters that require remote monitoring will vary from project to project. Contact the Office of Traffic Operations, ITS Section, for additional guidance. 11-48 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

a. The preferred method of monitoring tunnels that do not have fire alarm control panels is by CCTV. Unless the tunnel is short enough for the CCTV camera to see completely through, provide a CCTV camera at each entrance and exit portal. b. For tunnels equipped with fire alarm control panels, coordinate with the District and any other authority having jurisdiction (AHJ) to determine communication requirements for the project. See also NFPA 502, Part 4.5. F. If used, provide conduit bodies made of cast steel or malleable iron, with wedge- type malleable iron cover (not sheet steel), both triple-coated (electroplated or hot- dip zinc base coat, chromate intermediate coat, and epoxy finish coat), neoprene seal material, and all stainless steel hardware. G. Provide metal conduit per NFPA 502 Part 12.3.1. If stainless steel conduit is not specified, provide Rigid Metallic Conduit per ODOT CMS 725.04. Exposed PVC conduit is not permitted in tunnels, per NFPA 502 Part 12.3.2. H. Assure all electrical devices used in exposed areas are UL-Listed for Wet Locations. I. Assure that all electrical and electronic devices in exposed locations operate over the following environmental conditions, within their respective enclosures: a. Temperature: -30°F to +165°F. b. Humidity: 0-100% RH. J. Assure all circuit breakers are labeled for 100% load continuous use. K. Do not locate luminaires or junction boxes directly under roof joints because the joints sometimes leak. L. Provide LED tunnel lighting, emergency lighting and auxiliary lighting conforming to Supplemental Specification 813. M. Assure that the lowest point of each conduit run is equipped with a conduit drain with a stainless steel screen, except drains located in areas subject to wash-down, which shall be rated NEMA 4X or IP66. Long horizontal conduit runs shall be equipped with such drains at a spacing not to exceed 50 feet and located on a short stub below the run. N. Assure that each electrical pull box or manhole located above the tunnel level is equipped with a drain conduit routed to a suitable protected outlet location not subject to damage by mowers and other sources. Provide a varmint screen at the conduit drain outlet. Locate the outlet at least 1.5 feet above the bottom of a ditch, wall, slope or swale, or route to a suitable roadway drainage conduit. For conduit drain outlets in diches, slopes or swales, install a 12-inch square flat-panel marker sign on two U-channel posts that straddle the conduit at the outlet, to help locate and protect it. The sign message shall be “CONDUIT DRAIN” in 2-inch green letters on a white field using 730.18 Type F sign sheeting, with a 1-inch green stripe across the top, and facing the roadway. Mount the bottom of the sign panel at least 5 feet above grade. 1140-4.6.8.2 Tunnel Fire Protection Design Guidance

Tunnels shall conform to NFPA 502, Road Tunnels, Bridges, and Other Limited- Access Highways, including all documents referenced therein. NFPA 502 provides fire protection and life safety requirements for tunnels. If a fire alarm system is required by NFPA 502 or other project documents, then designers should pay particular attention to NFPA 72, National Fire Alarm and Signaling Code, and NFPA 70 (NEC) Article 760, Fire Alarm Systems.

Because tunnel fire-protection system and tunnel lighting design tasks are interrelated, this section of the Traffic Engineering Manual lists a number of fire-protection design guidelines below.

A. The fire alarm control panel enclosure will be separate from the tunnel lighting control system enclosure. a. Do not locate the enclosure in direct sunlight or mount directly to a wall. b. Provide all conduit entries to the enclosure with O-ring sealed hubs.

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c. Equip the enclosure with a vent-drain placed in the lowest point of the enclosure. d. Do not mount enclosures containing electrical or electronic components, switches, shunts, or similar devices susceptible to internal condensation directly onto concrete walls. Instead, the designer should specify suitable concrete anchors and standoffs to leave at least one inch of air space between the enclosure and the wall. Provide stainless steel standoff hardware. e. Do not expose any touch-panel or monitor screens directly to the weather; provide a transparent, snap-latch, weather-tight UV-resistant access door. f. Provide external labels of 630.02 Reflective Sheeting, Type F, silk-screened, with red letters on white background. B. If used, provide conduit bodies made of cast steel or malleable iron, with wedge- type malleable iron cover (not sheet steel), both triple-coated (electroplated or hot- dip zinc base coat, chromate intermediate coat, and epoxy finish coat), neoprene seal material, and all stainless steel hardware. C. If stainless steel conduit is not specified, provide Rigid Metallic Conduit per ODOT CMS 725.04. D. Provide stainless steel clamps and hardware for all conduit wall and ceiling attachments. E. Unless specified otherwise, use linear heat detector cable for automatic detection. a. Provide stainless steel hanger hardware for linear detectors. Route all linear detector cable direction changes as gradual sweeps conforming to the manufacturer’s bend specifications. b. Provide stainless steel junction boxes conforming to Supplemental Specification 820 for all linear detector circuits. Do not locate any junction boxes over traveled lanes. c. Provide all locking enclosures (including test shunts) with a stainless steel latching hardware and marine brass lock core with weatherproof tab. d. Provide O-ring sealed hubs for all conduit entries into junction boxes. F. Provide LED alarm indicators for each manual fire alarm box. Provide stainless steel wall supports at each end of any conduit used to mount indicators directly to the manual fire alarm box. G. Traffic control and ITS construction items (beacons, signs, dynamic message signs, etc.), used to control traffic approaching the tunnel portal and direct approaches, shall meet all applicable sections of the ODOT CMS, in particular Parts 625, 630, 631, 632, 633, Supplemental Specification 809, and other Supplemental Specifications as required. H. Water supply construction items shall meet the requirements of the Authority Having Jurisdiction (AHJ) and ODOT CMS Part 638. I. Designers shall pay particular attention to NFPA 502 Chapter 12, Electrical Systems during all stages of electrical system design. 1140-4.6.9 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.

1140-4.6.10 Roundabouts

All roundabouts shall be lighted. lighting shall be designed according to IES DG-19-08, Design Guide for Roundabout Lighting, published by the Illuminating Engineering Society. In general, ODOT-maintained roundabouts shall have lighting design limits extending beyond the approach tapers, as shown in IES DG-19-08 Figure 3.

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Typical installations shall have a minimum of eight pole locations: four illuminating the circulatory roadway and pedestrian areas and four illuminating the approach tapers. Design lighting levels and uniformity shall comply with IES DG-19-08 Table 1, which is based on functional class of the intersecting roadways and pedestrian demand. This Table is reproduced below.

Illumination for Roundabouts Maintained Average Horizontal Illuminance in Functional Lux/fc on the Pavement Based on Pedestrian Eavg / Emin Classification Area Classification High Medium Low Major/Major 34.0/3.4 26.0/2.6 18.0/1.8 3:1 Major/Collector 29.0/2.9 22.0/2.2 15.0/1.5 3:1 Major/Local 26.0/2.6 20.0/2.0 13.0/1.3 3:1 Collector/Collector 24.0/2.4 18.0/1.8 12.0/1.2 4:1 Collector/Local 21.0/2.1 16.0/1.6 10.0/1.0 4:1 Local/Local 18.0/1.8 14.0/1.4 8.0/0.8 6:1

1140-4.7 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.

1140-5 Circuit Design

1140-5.1 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.

1140-5.2 Voltage

1140-5.2.1 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.

1140-5.2.2 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.

The allowable voltage drop in each circuit is 5 percent. Reference should be made to Figure 1198-12 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 but the voltage drop calculation method is unchanged.).

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1140-5.3 Control Center

1140-5.3.1 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.

1140-5.3.2 Load

As part of the construction plan preparation, the designer should include a Control Center Data chart (Figure 1198-11) with all the required information. Details of the enclosures and how they are wired and mounted are shown in the Traffic SCD HL Series.

Designers should limit lighting branch circuit loads to 30A or less, if possible, to allow wires to be terminated and bent into position in the support base volume. Up to six (6) branch circuits can emanate from a typical HL-60.31 Lighting Control Center. Designers should strive to use no larger than #2 AWG in branch circuits, if possible. See 1140-5.4.2.

1140-5.3.3 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 withthe 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.

1140-5.4 Cable

1140-5.4.1 General

All new or completely replaced lighting systems maintained by ODOT shall be three-wire systems utilizing distribution cable rated at 2400 volts. On projects that are within existing lighting systems, the new distribution cable should match the existing distribution cable.

1140-5.4.2 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 1140-5.2.2 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.

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1140-5.4.3 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.

1140-5.4.4 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 1140-5.5) along highways, under streets and ramps, and through bridges and concrete barrier.

1140-5.5 Conduit

1140-5.5.1 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 3:1.

1140-5.5.2 Conduit Size

The a list of conduit sizes appropriate for the usage indicated can be found in Table 1197- 7; however, the nominal size may be increased where necessary to provide adequate space for the circuitry proposed.

1140-5.5.3 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.

1140-5.6 Splice Types

1140-5.6.1 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.

1140-5.6.2 Connections Non-Permanent

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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.

1140-5.6.3 Summary of Connection Applications

1. Connection, Fused Pull Apart - used for hot wires when pull-apart or breakaway action is needed, as in light pole bases that might get knocked over by vehicles. 2. Connection, Unfused Pull Apart - used for neutral wires, similar to above but since the neutral provides no substantial voltage, no integral fuse is needed. 3. Connection, Unfused Bolted (not pull-apart) - used for hot and neutral connections when breakaway action is not needed, such as median junction boxes or structure junction boxes. 4. Connection, Unfused Permanent - typically used in pull/junction boxes for splitting one lighting circuit into two or more circuits (i.e., a “split” in the brach circuit) or for splicing long runs of wire. Can also be used for the Equipment Grounding Conductor in branch circuits, especially when the grounding conductor is insulated. See NEC 250.64 and 250.118, which requires crimp connectors to be “irreversible” when used for grounding conductors. (725.15E used the phrase “one time use” for “irreversible”.)

1140-5.7 Pull Box

1140-5.7.1 General

The ODOT standard pull box is detailed on Traffic SCD HL-30.11. 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.

1140-5.7.2 Pull Box Types The ODOT standard pull box is concrete (C&MS 725.08); however, plastic (C&MS 725.07) 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.

1140-5.7.3 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 11-54 October 23, 2003 Revised October 16, 2020 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1140-5.8 Junction Box

Junction boxes, as detailed in Traffic SCDs HL-20.13 and HL-20.14, are intended for use in concrete barrier and on structures, respectively. The designer should check with the District 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.

1140-5.9 Trenching

1140-5.9.1 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-20.11.

1140-5.9.2 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- 30.22. Concrete pull boxes are usually installed at the ends of the jacked conduit for cable splicing purposes.

1140-5.9.3 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-30.22. The cost of open cut trench (including conduit and replacement backfill and pavement) is generally one-third more than jacking the same size conduit.

1140-6 Foundations

1140-6.1 Foundation Types

1140-6.1.1 Conventional

1140-6.1.1.1 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

(October 16, 2020) October 23, 2002 11-55 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1140-6.1.1.2 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:

Light Unit Mounting Height Min. Foundation Depth Feet Feet Less than 40 6 40 - 44 8 45 - 55 10

1140-6.1.1.3 Median Mounted

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-10.15 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.

1140-6.1.1.4 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.

1140-6.1.2 High Mast

1140-6.1.2.1 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.

11-56 October 23, 2003 (October 16, 2020) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Reference should be made to the suggested procedure for light tower foundation design in Section 1140-8. This procedure is applicable to projects where reasonably reliable soils data is available.

1140-6.1.2.2 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 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.

1140-6.1.2.3 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.

1140-6.1.3 Low Mast

1140-6.1.3.1 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.

1140-6.1.3.2 Median Mounted

Low-mast units are frequently mounted on concrete barrier median separating two- lane 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-20.13.

1140-6.1.4 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.

1140-6.2 Locations

1140-6.2.1 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 (October 16, 2020) October 23, 2002 11-57 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1140-6.2.2 High Mast

1140-6.2.2.1 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-of- way/limited access limits, and underground and overhead utilities when selecting high- mast 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.

1140-6.2.2.2 Maintenance Platforms

The use of maintenance platforms is discussed in Section 1140-6.1.2.2 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 1.

1140-6.2.3 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 1140-6.2.1) or high-mast poles (Section 1140-6.2.2) as appropriate.

1140-6.2.4 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.

1140-7 Grounding

1140-7.1 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.

1140-7.2 Conventional

1140-7.2.1 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-20.11 and HL-20.13 (median mounted). 11-58 October 23, 2003 (October 16, 2020) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1140-7.2.2 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-20.14 and HL-50.21 provide details.

1140-7.3 Bridges

A structure grounding system (described in C&MS 625.16 and detailed in Traffic SCD HL- 50.21) 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.

1140-7.4 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-50.11.

1140-8 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 1197-9.

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 1197-10, 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 (October 16, 2020) October 23, 2002 11-59 1100 HIGHWAY LIGHTING Traffic Engineering Manual 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 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.

Another acceptable method of design is the Broms method. The Office of Roadway Engineering makes an Excel spreadsheet available on its webpage to assist with the application and documentation of the method. Using only three basic soil parameters 1) undrained shear strength, 2) friction angle, and 3) effective unit weight, design foundation depths may be obtained for cohesive or cohesionless soils. For the many Ohio soils that do not clealy fall into the categories of purely cohesive or cohesionless, it is recommended that the designer use each case, which have separate calculation sheets; the cohesionless calculation will represent drained condition and the cohesive calculation will represent undrained condition. The designer applies a factor of safety representative of the site and loading uncertainties, with a minimum value of 1.5 for very well-known conditions. When conditions are less well known, a factor of safety of 3-4 should be used.

Table 1197-11 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 (CD = 0.5) and weighing 75 pounds each.

► One cylindrical head from assembly with projected area of 5.3 square feet (CD=1.0) and 340 pounds top latched lowering device.

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1141 PLAN PREPARATION / PRODUCTION

1141-1 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, file- naming conventions, etc.). For reference, Figures 1314-8S through 1314-10S 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.

1141-2 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.

1141-3 Plan Composition

1141-3.1 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. (July 20, 2018) October 23, 2002 11-61 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.

1141-3.2 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.

1141-3.3 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.

1141-3.4 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 1314-10S is for a sample highway lighting sub-summary sheet.

1141-3.5 Schematic Index

L&D Manual Volume 3 Sample Plan Sheets, Figure 1314-8S is for a sample highway schematic index sheet.

1141-3.6 Plan Sheets

See L&D Manual Volume 3 Sample Plan Sheets, Figure 1314-9S 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. 11-62 October 23, 2002 Revised July 20, 2018 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., Sign & Luminaire, Signal & 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.

1141-3.7 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.

1141-3.7.1 Required Special Details for Underpass Lighting

If the lighting plan includes underpass lighting, the following should be included for each

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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.

1141-3.8 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 1198-11) 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.

1141-3.9 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.

1141-3.10 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.

Thus, when drafting plans, the clearest way to mark circuits is by specifying both the number of conductors and number of wires, as in the example below:

3W/2C

Some example wiring and circuit designations are shown below. The designation in parentheses is the terminology per NEC-2011 Art. 250.26, which applies to circuits that use a grounded conductor; it is also helpful in describing the circuit.

1. 2-wire, 2-conductor, 240/480V  L1 (240V)   L2 (240V)  2. 2-wire, 2-conductor, 480V (a single-phase, 2-wire system, common on very old ODOT lighting installations)  L1 (480V)   N  11-64 October 23, 2002 Revised July 19, 2019 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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 

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 

10 3-wire, 2-conductor, 480V (a common circuit configuration on older systems)  L1 (480V)   N   G 

1141-4 Submissions and Project Development Reviews

1141-4.1 General

L&D Manual Volume 3, Chapter 1400 and Section 140-7 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.

1141-4.2 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.

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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 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.

1141-4.3 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 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.

1141-4.4 Review Checklists

1141-4.4.1 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. Additional checklists are available in the Lighting Design Reference Packet.

All lighting plan submittals to ODOT Central Office shall include a copy of the Scope of Services.

1141-4.4.2 Stage 2 Plans

General items to check for Stage 2 plans:

1. Is the plan drawn to a scale of not less than 1:100? 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 ditches, flowlines, culverts and catch basins shown? Are pier and abutment locations shown for all interchange structures? 4. Are corporation lines shown? 5. Are existing and proposed overhead electrical and communications lines and underground utilities shown? 6. Does the submission show the IES distribution, lamp type and wattage or lumen rating, 11-66 October 23, 2002 Revised January 15, 2021 1100 HIGHWAY LIGHTING Traffic Engineering Manual

mounting height and ownership of each existing lighting unit in and adjacent to the project area? 7. Is the location for each proposed lighting unit shown? 8. Are future lighting unit locations, which must be coordinated with the proposed lighting, shown? 9. Is the proposed power service(s) shown? 10. Is the proposed circuit(s) shown? 11. 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.? For complex projects at Stage 2, straight-line, simplified design tool outputs (e.g., VisualTM Roadway Tool) are acceptable.

1141-4.4.3 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? Where required, is their use clearly warranted? 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? Are all overhead lines shown in lighting plan? 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?Are fence grounds needed? o. 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? p. Has supporting documentation for the height of each light tower been provided?

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q. Has supporting documentation for the depth of each tower foundations been provided? r. Have cable sizing (voltage droop or drop) calculations been provided? s. Has the serving power company committed in writing to provide service of the type proposed at each service point being proposed? t. Is there a need to maintain existing lighting on the project? If so, has the “Maintain Existing Lighting” Plan Note been included. u. Are required lighting Standard Construction Drawings listed on the title sheet of the plans with appropriate dates? v. 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? g. Are complete design output results shown, with legible point illuminance values and summary statistics tables? 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 approvedby 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 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? 11-68 October 23, 2002 (January 15, 2021) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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?

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1142 PLAN NOTES

1142-1 General This area is reserved for sample/typical Plan Notes that have been developed for highway lighting.

1142-2 625, 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.

1142-3 625, 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. 1142-4 625, Anchor Bolt and Concrete Repair This item consists of restoring concrete median barriers and foundations after field repairs are made to flawed anchor bolts. Perform anchor bolt field repairs according to a written procedure provided by the anchor bolt manufacturer, and only after obtaining signature approval of the procedure by the Engineer.

1. For newly-constructed joints kept continuously damped (e.g., overnight work pauses, etc.):

a. Workmanship: 2016 C&MS 511.09 and 511.10 should govern the joint, with the exception that a “keyway” can be provided by a suitably rough interface, which is provided chipping away the old barrier concrete from around the anchor bolts and preparing the surface.

b. Materials: should be the same concrete item as for the original median barrier or foundation (e.g., QC1); assure that the Engineer is able to subject this repair material to all the same material tests required of the original concrete.

c. C&MS 625.10 calls for QC Misc. or QC1 concrete for foundations.

d. Speed of set is not usually important for barrier wall and foundation repairs, because they do not carry traffic. Consult with the Engineer if any variation in C&MS 511.14 Curing and Loading is anticipated.

2. For “old” joints (more than a few days if kept continuously damp), follow 2016 C&MS 256, noting the following:

a. This is a procedure designed for pavement repair, usually (but not always) using bonding grout at the interface (see 256.07.A-C).

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b. The repair material is not concrete in kind, but patch material per 256.07. Coarse aggregate should be added, as needed, to extend the patch material if the repair volume and gaps are large enough.

Payment for this item will be made at the bid price, for each foundation repaired, regardless of the number of anchor bolts contained in the foundation.

1142-5 Luminaire, High Mast, As Per Plan The luminaire arrays and associated illumination test areas specified in C&MS 725.11 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.

1142-6 Luminaire, Low Mast, As Per Plan The luminaires shall be as specified for high-mast luminaires in C&MS 725.11 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: 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 HMX40SXXDW, 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. 1142-7 625, 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 (January 19, 2018) October 23, 2002 11-71 1100 HIGHWAY LIGHTING Traffic Engineering Manual

AE3849I (adjust lumen value for 200w HPS), Cooper “OVX” with photometric distribution OVX25SXX2DF (adjust lumen value for 200w HPS), General Electric “M-400" with photometric distribution 1014 (adjust lumen value for 200w HPS), 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. 1142-8 625, 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. 1142-9 625, 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, AsPer 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.

1142-10 625, 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.

1142-11 Lamps High pressure sodium lamps shall be General Electric “Lucalox,” Osram Sylvania “Lumalux,” Philips “Ceramalux,” or equal approved by the Engineer.

1142-12 625, 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. 11-72 October 23, 2003 (January 19, 2018) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1142-13 625, 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.

1142-14 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 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.

1142-15 Reserved for Future Information This Section is reserved for future information.

1142-16 Conduit Expansion and Deflection Expansion fittings shall be OZ Type AX, Crouse Hinds Type XJG, 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, or equal approved by the Engineer. Each deflection coupling shall have an external copper bonding jumper, unless specified otherwise by the plan details. Minimum deflection capability: 25°. Expansion and deflection fittings fully or partially embedded in concrete, soil, or similar material shall be completely wrapped in a neoprene sleeve or sheet of 1/2-inch minimum thickness.

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Secure neoprene wrap with tie-wraps prior to embedment of the fitting.

1142-17 625, 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.

1142-18 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 complete this item in a satisfactory and workmanlike manner.

1142-19 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.

1142-20 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 631.06. Payment shall be included in the bid for the item(s) being locked.

1142-21 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

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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 "B" 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 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.

1142-22 625 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.

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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 AC150/5345-43F, 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-1710 3. Point Lighting Model PFB-37001 4. 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 panel- mounted 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. Designer Note: Although obstruction lighting is thought of as an incidental bridge item, this note appears in the TEM as a 625 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.

1142-23 625 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 11-76 October 23, 2003 (July 20, 2018) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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 625 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. 1142-24 625 Decorative Post-Top Luminaire, Solid-State (LED), Lantern Style, 3000K, Black Finish.

This item consists of supplying and installing decorative post-top LED luminaires for street and/or sidewalk illumination. A lantern style luminaire consists of a four discrete flat sloping sides, per HL-10.11, with or without glass or polymer panels, and a rounded or pointed top and a small cupola. Provide a luminaire with a B-U-G up-lighting rating of U2 or less. The luminaire is intended for external on/off control and shall not include a photocell socket.

Assure the luminaire has a nominal power of 65-85 watts and a nominal color temperature of 3000K.

Provide a luminaire with factory-applied black finish.

Supply one of the following luminaires, or an approved equal:

1. AEL Valient 2. Eaton UTLD 3. GE Salem

Designer Note: Use this text as a plan note template for streetscape and other decorative lighting applications. The goal of the note is to assist designers by listing several models of similar luminaires when no specific requirements are set forth in the project scope. Also, the note provides for a reasonable expenditure of public funds, serving as the Base Bid for which Alternate Bid Items may be included in the Plans. The note describes functional decorative LED luminaires in the most popular style category, without excessive decorative trim. The

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luminaires listed in this note are similar in aesthetic and photometric properties, provide adequate horizontal illuminance (per IES RP-8) for a representative decorative lighting scenario, and meet material and workmanship requirements similar to those of ODOT SS 813. The “generic” lighting installation used to establish this note consists of luminaires on 17-foot mounting heights (16-foot pole) on each side of a two-lane (12’) roadway with on-street parallel parking, 2-foot setback from curb, a 10-foot sidewalk, major street classification, and medium pedestrian conflict classification, yielding a longitudinal pole spacing of at least 120 feet. Lighting installations with different geometry than the “generic” installation should be designed using the same luminaires, perhaps with different distributions, mounting heights and lumen outputs, as guided by the Project Scope of Services and the specific conditions of the site. The design veiling luminance ratio shall be per RP-8. Because this note only lists a few representative models, it must always include the “or approved equal” clause so that competing models that meet the specifications may be used. The poles used to support the luminaires are not specified in this note, but should be finished black per SS 916. Colored finishes other than black shall be Alternate Bid items. The designer must assure at least three luminaires are specified in the Plans, and shall provide illumination design documentation for each. 1142-25 625, Decorative Post-Top Luminaire, Solid-State (LED), Acorn Style, Refractive Glass, 3000K, Black Finish This item consists of supplying and installing a decorative post-top LED luminaire for roadway and/or sidewalk illumination on posts of 16 feet nominal height. HL-10.11 shows an acorn-style post-top luminaire schematically. This item consists of a base fitter, glass (not acrylic) globe and a rounded top with no decorative features such as finial, crown, band or ribs. Provide a luminaire with a B-U-G up-lighting rating of U4 or less. Provide a luminaire compatible with the lighting branch circuit shown in the Plans. Assure the luminaire post-fitter has a hinged or captive door. Assure the luminaire can mount a photocell or wireless control that uses a NEMA standard photocell receptacle. Provide a luminaire with 3G vibration rating. Protect each luminaire using a Surge Protective Device (SPD) conforming to ODOT Supplemental Spec 913. Assure the luminaire has a nominal color temperature (CCT) of 3000K. Provide a luminaire with factory-applied black finish meeting Supplemental Specification 916. Supply one of the following luminaires, or an approved equal: 1. Holophane Granville LED 2, ______lumens, photometric distribution: ______2. Sternberg G73LED Hometown Series, ______lumens, photometric distribution: ______3. King Luminaire K445, ______lumens, photometric distribution: ______Designer Note: Use this text as a plan note template for streetscape and other decorative lighting applications. The goal of the note is to assist designers by listing several models of similar luminaires when no specific requirements are set forth in the project scope. Also, the note provides for a reasonable expenditure of public funds, serving as the Base Bid for which Alternate Bid Items may be included in the Plans. The note describes functional decorative LED luminaires in the most popular style category, without excessive trim. This generic luminaire item is intended for external on/off control and should not include a photocell socket or control. Designers should note the up-lighting and CCT restrictions intended to limit light pollution. There are options available for the refractive glass luminaires to limit up-lighting. The luminaires listed in this note are similar in aesthetic and photometric properties, provide adequate horizontal illuminance (per IES RP-8) for a representative decorative lighting scenario, and meet material and workmanship requirements similar to those of ODOT SS 813. The “generic” lighting installation used to establish this note consists of luminaires on 16-foot mounting heights, staggered, on each side of a two-lane (12’) roadway with on-street parallel parking 8 feet wide, 2-foot setback from curb, a 8-foot sidewalk, major street classification, and

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medium pedestrian conflict classification, yielding a nominal longitudinal pole spacing of at least 80 feet. Lighting installations with different geometry than this “generic” installation should be designed using the same luminaires, or as guided by the Project Scope of Services and the specific conditions of the site. Because this note only lists a few representative models, it must always include the “or approved equal” clause so that competing models that meet the specifications may be eligible. The poles used to support the luminaires are not specified in this note, but should follow HL- 10.11 and be unfinished or finished black per SS 916. Colored finishes other than black shall be Alternate Bid items. The designer must specify at least three luminaires in the Plans, and shall provide illumination design documentation for each, with a specific emphasis on the Veiling Luminance Ratio. For lighting low-speed roadways (35mph or less) it is acceptable to exceed the RP-8 maximum Veiling Luminance Ratio value of 0.3, up to a value of 0.8. Installations on roadways with posted of 85th-percentile speeds exceeding 35mph shall conform fully with RP-8 veiling luminance specifications. ODOT’s preferred post-top decorative luminaire is the Lantern Type because of its superior Veiling Luminance performance in comparison to the Acorn Type. ODOT-maintained installations shall use acorn-style luminaires with glass globes when acorn style is required. Occasionally, local jurisdictions prefer polymer globes (acrylic typically, but polycarbonate is available). If polymer globes are required, designers may change the title of the Note and specify from among the following luminaires: 1. NLS Savannah, ______lumens, photometric distribution: ______2. Spring City Washington, ______lumens, photometric distribution: ______3. Holophane Washington Postlite, ______lumens, photometric distribution: ______4. Sternberg A65LED Princeton, ______lumens, photometric distribution: ______1142-26 625, RGBW Aesthetic Lighting System General: This item consists of supplying, installing, testing, and providing training for an aesthetic lighting system, according to the details shown in the Plans. Item 625 RGBW Aesthetic Lighting System is paid for by EACH instance (typically each separate structure to be lighted), and includes the following items: luminaires, controller, wiring, conduit and fittings, communication and wireless links (if required) The luminaires for the system shall comprise arrays of four LED emitters to generate multiple colors and white light of various color temperatures and color-rendering indices (CRI). The luminaire array is nominally composed of RGBW (Red, Green, Blue, White) emitters but may consist of emitters with different nominal colors. Provide an aesthetic lighting system with a software or hardware limit to the white-light surface luminance of no more than 100 cd/m^2 in urban/suburban areas or 50 cd/m^2 in rural areas at any point of an illuminated surface over or directly adjacent to the roadway. Provide an aesthetic lighting system with programmed transitions no shorter than 5 seconds between preset states whose minimum duration is 15 seconds. Communications: Assure the communications used for RGBW lighting control is DMX-512. Web server access (when required) shall be secure HTTP (https) meeting all applicable ODOT network specifications for Intelligent Transportation Systems (ITS). Luminaires:

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Record the serial number and location of each luminaire installed for documentation and DMX programming. The luminaire shall utilize either a single cable for power and control or two separate power and control cables. Cables shall be integral to the luminaire and a minimum length of 9 feet. Assure luminaire power/control cables are UL listed for outdoor application and sunlight resistance. Assure the luminaire has ingress protection of IP66, minimum. Assure the luminaire has a 3G vibration rating per NEMA C136.31. Supply a luminaire that matches the beam angle specified in the plans to within +/- 5 degrees. Assure the luminaire includes a surge protective device (SPD) meeting ODOT Supplemental Specification 913. Maintain required separation of power and control circuits per NEC Article 800. Assure the luminaire enclosures used are watertight and UL listed for wet locations. The following luminaires are approved by ODOT for this item. 1. Philips Gen4 ColorBurst, ColorBlast, ColorReach, or ColorGraze. Philips luminaires shall include as incidental DataEnabler Pro devices, when required. Use 5-wire IMSA traffic signal cable (732.19) for power and control, with green as the equipment grounding conductor and white as neutral. Minimum acceptable IMSA wire gage is 14AWG, or larger if called for in the Plans. 2. Acuity Hydrel 8100. Use 4-wire IMSA traffic signal cable (732.19) for power, with green as the equipment grounding conductor and white as neutral and one spare. Minimum acceptable IMSA wire gage is 14ga AWG, or larger if called for in the Plans. 3. Lumenpulse brand Lumenbeam and Lumenfacade. Include all required Lumenpulse DC power control/splitter and cables. Use 4-wire IMSA traffic signal cable (732.19) for power, with green as the equipment grounding conductor and white as neutral and one spare.

Assure that in the absence of a control signal, a powered luminaire will remain in a dark state.

Central RGBW Lighting Programmable Controller:

Locate the controller in a climate-controlled building or 820 Instrumentation Enclosure as detailed in the Plans. The Central controller shall utilize the DMX-512 protocol.

The following programmable controllers are approved by ODOT: 1. Philips iColor Player 2. Pharos LPC-1

Central RGBW Lighting Preset Controller:

If specified, provide a surface-mounted panel with DMX output that has a minimum of 6 present lighting system configurations that are enabled by pushbutton actuation. Assure there is a separate ON/OFF actuator on the present controller panel. Include a programming application with the controller.

The following preset controllers are approved by ODOT: 1. Pharos BPS 2. Acuity Easyl Button Station

DMX cable:

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Provide Belden 9841 or approved equal.

Wireless DMX Transceiver:

If called for in the Plans, install wireless DMX transceivers at each wireless link as shown. Supply wireless transceiver power using a dedicated 120VAC branch circuit from the main lighting control center location, unless indicated otherwise in the plans.

Conduit, Fittings and Enclosures:

Install galvanized steel, aluminum, or stainless steel rigid metallic conduit and fittings as shown in the Plans. If conduit material for this item is not specified elsewhere, then provide galvanized steel rigid metallic conduit and fittings. Install vent drains in all electrical enclosures and boxes. Install vent drains in all conduit runs exceeding 50 feet, at intervals not exceeding 50 feet between conduit system vent drains. Install vent drains in a manner that maintains the NEMA ingress rating of the enclosure. All conduits and fittings shall be UL listed for Wet Locations, constructed and installed in a manner to be watertight. Make all conduit enclosure entries using watertight hubs; do not use threaded conduit ends and locknuts. Make all wire and cable enclosure entries using watertight compression fittings. Make wire connections (e.g., wire nuts) in boxes waterproof by wrapping with 3M Number 23 self-fusing rubber tape followed by a layer of 3M Super 88 heavy-duty vinyl electrical tape, or use approved equal tapes.

Install power wiring inside ¾-inch 725.04 galvanized conduit, unless indicated otherwise in the Plans. Install all DMX control cables inside ½-inch 725.04 galvanized conduit, unless indicated otherwise in the Plans. Support conduit at intervals of ten feet or less per NEC Article 344.

Coatings for conduits, enclosures and fittings, if required, shall meet the requirements of ODOT Supplemental Specification 916.

Provide enclosures conforming to ODOT Supplemental Specification 820.

Field Mock-Up:

Prior to purchasing luminaires and controls, the Contractor shall coordinate with the Engineer, the equipment vendor or manufacturer, and the project owner to conduct a test using a small number of temporary luminaires. If a structure to be illuminated is not accessible for the mock-up, a substitute location may be used if approved by the Engineer. The purpose of this test is to demonstrate to the Engineer and to the lighting system operating agency that the system proposed in the Plans meets the required engineering specifications and aesthetic qualities.

Testing:

1. Maximum Luminance Test: Using a photometer measuring in units of cd/m^2, demonstrate to the Engineer during night testing that the programmed, operational lighting system meets the maximum surface luminance criteria stated elsewhere in this Note. Set the system to its maximum output programmable configuration and measure the surface luminance using a spot or imaging photometer.

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2. Burn-In Test: Following the Maximum Luminance Test, operate the system for at least fourteen days without any maintenance intervention. Demonstrate to the engineer during the night test a typical aesthetic display program. If the system is designed to provide dynamic display, then use a dynamic display program during the test period. During this interval the system must not experience any operational or equipment failures, including luminaires, control system, or programming/software. Any failures require a re-start of the testing interval.

For all aesthetic lighting installations on the Expanded National Highway System, notify the ODOT District and the administrators of the following ODOT offices at least four weeks in advance of the proposed test start and finish dates: the Office of Roadway Engineering, the Office of Structural Engineering, and the Office of Traffic Operations. A representative from at least one of these ODOT offices must be present to approve each test.

Training:

The Contractor shall arrange a minimum one-day (4-7 contact hours) training session on the operation of the system. Complex systems may require more than one day.

Designer Notes: This draft plan note serves as a template for aesthetic lighting systems used for spot, wash (luminaires pointed down), or flood (luminaires pointed up) lighting of structures and other roadside features within and near the ODOT right-of-way. Local ordinances may exist that affect design along non-ODOT right-of-way; the designer shall comply with all such ordinances.

The RGBW lighting system consists of LED luminaires using (nominally) red, green, and blue emitters that produce many different colors, including white. This same note shall be used for single-color LED luminaires with slight modification.

Use an offline preset controller by default. Programmable central control systems, when necessary, shall be deployed as follows on ODOT-operated facilities: 1. Philips iPlayer: Used for ODOT installations comprising 128 or fewer luminaires, which require four DMX addresses each. Standalone, non-networked control requiring on-site programming using a laptop computer (not included). 2. Pharos LPC: Used for ODOT installations requiring network access.

Submit lighting designs per TEM 1141-1. Use Visual™ or AGi32 design software. Model surface reflectance using maximum foreseeable values and produce plan and elevation views as necessary to show all design luminance values at 100% for at least three representative colors and for white. Design luminance levels exceeding the limits given below must be approved by ODOT’s Offices of Roadway Engineering, Structural Engineering, and Traffic Operations.

Aesthetic Lighting Systems are sometimes placed close to the roadway, in view of drivers, so a critical design goal is to achieve the limiting luminance criteria with the luminaires set to 100% output, thus limiting the possible luminance under controller or programming error conditions. The designer is referred to CIE 150:2003 Guide On The Limitation Of The Effects Of Obtrusive Light From Outdoor Lighting Installations, for general design principles. However, design values shall be those given by this Plan Note or other ODOT specifications. Outdoor Advertising signs (message centers) outside of the right-of-way are not specifically addressed in this guidance for Aesthetic Lighting Systems.

Each system shall be characterized by its Environmental Lighting Zone as either Urban/Suburban or Rural, per Table 2.1 in CIE 150:2003.

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Urban/Suburban Lighting Average Luminance Maximum Luminance Environment (cd/m^2) (cd/m^2) Bridge parapets, piers, 30 100 arches, spandrels and other structure elevation features over or near roadways Bridge abutment slopes 40 160 Noise walls or other walls 20 200 at least 50 feet from the traveled way Externally-illuminated 50 150 signs/plaques, statues, sculptures, trees, poles and other landscape items located at least 50 feet from the traveled way

Rural Lighting Average Luminance Maximum Luminance Environment (cd/m^2) (cd/m^2) Bridge parapets, piers, 15 50 arches, spandrels and other structure elevation features over or near roadways Bridge abutment slopes 20 80 Noise walls or other walls 10 100 at least 50 feet from the traveled way Externally-illuminated 25 75 signs/plaques, statues, sculptures, trees, poles and other landscape items located at least 50 feet from the traveled way

Tests show the albedo (broad visible-band light reflectance) of ODOT concrete mixes is around 0.35. ODOT requires designers to use a fully diffuse (Lambertian) reflectance value (albedo) of no less than ρ=0.4 for new vertical structural concrete surfaces for converting illuminance, E (lux) to luminance, L (cd/m^2) using the following formula:

L= Eρ/π (see RP-8-00 Annex A).

Note that 10.76 lux = 1 foot-candle. Coated concrete surfaces or non-standard mixes may require the use of quasi-Lambertian or quasi-specular reflectance values during illumination design, though these may not be supported by typical lighting design software (e.g., Visual 3D). Illumination design for aesthetic lighting may be done using Visual, AGi32, or equivalent software. The Acuity™ Visual Floodlight Tool and Visual Wallwash Tool are also useful for initial (and sometimes final) design and ease of documentation.

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The Acuity™ Visual Floodlight Tool and Visual Wallwash Tool will be used to document the design for review by ODOT; representative surfaces shall be documented separately using these online tools and results submitted to the ODOT Office of Roadway Engineering.

Designers should note that aesthetic luminaires aimed horizontally and parallel to bridge parapets and other surfaces often trespass directly into the view of drivers along the adjacent roadway and shall be designed to eliminate all such glare sources by baffles or similar means.

Horizontal surface illuminance onto streams, lakes, wetlands, wildlife crossings and other natural waters shall be limited to 0.1 fc (1.1 lux) unless specified otherwise.

Do not specify PVC or other non-metallic conduits. LFMC (Liquid-tight Flexible Metallic Conduit) may be specified as required for short flexible connections to the luminaires.

Locate the control enclosure(s) in a building or other sheltered location (e.g., under a bridge in a shaded area). See ODOT SS 820 Instrumentation Enclosure for additional enclosure requirements.

Do not use electrical and electronic control components (e.g., circuit breakers, hubs) not suitable for long-term installation in an outdoor, roadside environment. All circuit breakers shall be 100% rated to accommodate continuous all-night operation of the lighting system.

Limit DMX cable runs to 800 feet between nodes. Control (DMX) and power conductors must utilize separate conduits per NEC Article 800.

Designers should perform voltage drop calculations to determine the required power conductor size and submit the calculations to the Office of Roadway Engineering per TEM Part 11.

Item 625 Power Service is not included as part of this item. Utilization voltage for RGBW luminaires should be 240VAC line-to-neutral, maximum, and luminaire drivers typically should be 120VAC-277 VAC auto-ranging.

Item 625 RGBW Aesthetic Lighting System is paid for by EACH instance (typically each separate structure to be lighted), and includes the following items: luminaires, controller, wiring, conduit and fittings, communication and wireless links (if required).

1142-27 Decorative Teardrop Luminaire, Solid-State (LED), Refractive Glass, 3000K, Black Finish

This item consists of supplying and installing a decorative Teardrop-Style LED luminaire for roadway illumination.

HL-10.11 shows an Teardrop-Style LED luminaire schematically.

This item consists of a base fitter, glass (not acrylic) globe and a basic housing with no decorative features such as finial, crown, band or ribs. Provide a luminaire with a B-U-G up- lighting rating of U4 or less.

Provide a luminaire compatible with the lighting branch circuit shown in the Plans.

Assure the luminaire can mount a photocell or wireless control that uses a NEMA standard photocell receptacle.

Provide a luminaire with 3G vibration rating.

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Protect each luminaire using a Surge Protective Device (SPD) conforming to ODOT Supplemental Spec 913.

Assure the luminaire has a nominal color temperature (CCT) of 3000K.

Provide a luminaire with factory-applied black finish meeting Supplemental Specification 916.

The luminaire shall be one of the following, or an approved equal. 1. Holophane Catalog #PH150HP48N2Q120396-PS 2. King #K84- EGD-III-100HPS48V-KPL30-GN, 3. Lumec #100HPS, RN30, THBGL-480-GN8TXLMS16340 4. Sun Valley Lighting #LCLS-III-150HPS-DGNM-GELU150.

Designer Note: Use this text as a plan note template for streetscape and other decorative lighting applications. The goal of the note is to assist designers by listing several models of similar luminaires when no specific requirements are set forth in the project scope. Also, the note provides for a reasonable expenditure of public funds, serving as the Base Bid for which Alternate Bid Items may be included in the Plans. The note describes functional decorative LED luminaires in the most popular style category, without excessive trim. This generic luminaire item is intended for external on/off control and should not include a photocell socket or control.

Designers should note the up-lighting and CCT restrictions intended to limit light pollution. There are options available for the refractive glass luminaires to limit up-lighting. The luminaires listed in this note are similar in aesthetic and photometric properties, provide adequate horizontal illuminance (per IES RP-8) for a representative decorative lighting scenario, and meet material and workmanship requirements similar to those of ODOT SS 813. Because this note only lists a few representative models, it must always include the “or approved equal” clause so that competing models that meet the specifications may be eligible. The poles used to support the luminaires are not specified in this note but should follow HL- 10.11 and be unfinished or finished black per SS 916. Colored finishes other than black shall be Alternate Bid items. The designer must specify at least three luminaires in the Plans and shall provide illumination design documentation for each luminaire specified, with a specific emphasis on the Veiling Luminance Ratio. For lighting low-speed roadways (35mph or less) it is acceptable to exceed the RP-8 maximum Veiling Luminance Ratio value of 0.3, up to a value of 0.8. Installations on roadways with posted or 85th-percentile speeds exceeding 35mph shall conform fully with RP-8 veiling luminance specifications.

1143 SPECIFICATIONS

ODOT specifications for the furnishing and installation of highway lighting equipment are contained in C&MS 625 and C&MS 725. There are also ODOT Supplemental Specifications related to highway lighting. These are not listed here, so designers and others should frequently check the ODOT web page for updates, which typically occur twice per year.

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1150 CONSTRUCTION

1150-1 Introduction

1150-1.1 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.

1150-1.2 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.

1150-1.3 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.

1150-1.4 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 (1-800-362-2764) to have utility locations marked in all areas where digging is involved.

1150-1.5 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. 8. Determine if applicable codes and regulations will be met. Commonly involved will be the 11-86 October 23, 2003 (January 17, 2020) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

National Electric Code, The National Electric Safety Code and utility company requirements. There may also be State and local building codes.

1150-2 Materials

1150-2.1 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

1150-2.2 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.

1150-2.3 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.

1150-2.4 Certified Drawings Lighting material requiring certified drawings (shop drawing or catalog cuts): 1. Luminaires 2. Luminaire Supports (Towers, Lowering Devices, Poles, Bracket Arms) 3. Power Service Equipment 4. Portable Power Units (January 18, 2019) October 23, 2002 11-87 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1150-2.5 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.

1150-3 Luminaires

1150-3.1 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 terminal block for the incoming power. Verify that the luminaire installed at each location is one of the luminaires listed in the plan for 11-88 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1150-3.2 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.

1150-3.3 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.

1150-3.4 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.

1150-3.5 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.

1150-3.6 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.

1150-4 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.

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1150-5 Supports

1150-5.1 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.

1150-5.2 Inspection of Support Components Three areas are examined in this phase: welding, galvanizing and compliance with certified drawings.

1150-5.2.1 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.

1150-5.2.2 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.

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1150-5.2.3 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.

1150-5.3 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-10.12 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-10.31. 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.

1150-5.4 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 lift to set the support. (January 18, 2019) October 23, 2002 11-91 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1150-6 Foundations

1150-6.1 General Foundation inspection normally consists of three parts: location, excavation and concrete placement.

1150-6.2 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 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 11-92 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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.

1150-6.3 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.

1150-6.4 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.

1150-7 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.

1150-8 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.

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1150-9 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 new conduit with cables contains a flat woven polyester pulling tape, rated for 600 pound minimum, in the conduit. Verify that each run of conduit being left empty for future use contains an HDPE insulated copper tracer wire, 12 AWG minimum, in the conduit. 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.

1150-10 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.

1150-11 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.

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1150-12 Grounding

1150-12.1 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.

1150-12.2 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.

1150-12.3 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.

1150-12.4 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

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and functioning correctly at each stage.

1150-12.5 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.

1150-13 Wiring and Cabling

1150-13.1 General Field wiring of highway lighting circuits is broken into three types, pole and bracket cable, distribution cable and duct cable.

1150-13.2 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.

1150-13.3 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

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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.

1150-13.4 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.

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1150-13.5 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.

1150-14 Connections

1150-14.1 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.

1150 14.2 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.

1150-14.3 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.

1150-14.4 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.

1150-14.5 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.

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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.

1150-15 Test Procedures

1150-15.1 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.

1150-15.2 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.

1150-15.3 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.

1150-15.4 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.

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1150-15.5 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.

1150-15.6 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.

1150-16 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.

1150-17 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 1. 4. 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.

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1160 MAINTENANCE / OPERATIONS

1160-1 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.

1160-2 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.

1160-3 Determination of Responsibility

1160-3.1 ODOT and Local Jurisdictions To avoid conflicts during design and construction, planners should included the lighting responsibility in the project scope, since the designer must split the electrical service and circuits between the various agencies. 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 1197-12. 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.

1160-3.2 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.

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d. No work shall be performed on live circuits. 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.

1160-4 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.

1160-5 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.

1160-6 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.

1160-7 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.

1160-8 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. For lubrication of electrical switchgear parts, such as those found in power service disconnects and lighting control centers, the Office of Roadway Engineering (ORE) recommends use of CRC HV Switchgear Lubricant, Part # 02060. Make sure electrical equipment is de-energized before using aerosol lubricant sprays. For lubrication of enclosure door gaskets, ORE recommends 3M Silicone Lubricant spray (UPC 021200-85822). For lubrication of padlocks and key-lock mechanisms, ORE recommends an extra-fine dry powdered (not dry-film) graphite such as Superior Graphite Tube-O-Lube. 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.

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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.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. 8. 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.

1160-9 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.

1160-10 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.

1160-11 Repairing Broken Conduit and Duct Cable

1160-11.1 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 725.15, 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.

1160-11.2 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

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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. 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.

1160-11.3 Repair PVC Conduit PVC conduit shall be repaired using PVC couplings and PVC cement in the procedures normally followed during initial installation.

1160-11.4 Repair Rigid Conduit Rigid conduit shall be repaired using rigid conduit and threadless couplings.

1160-12 Troubleshooting Lamps

1160-12.1 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.

1160-12.2 Lamp Will Not Start Possible Causes Corrective Maintenance Lamp loose in socket. Screw lamp firmly into socket until good contact is made. STOP! Excess torque may cause lamp to shatter at neck. Incorrect lamp. Check and compare data on ballast or fixture name plate with lamp electrical characteristics. Incorrect or loose wiring. 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. End of ballast life. Check for charred spots and/or swollen capacitors. Photoelectric control With power ON, cover photocell. Wait the few minutes inoperative. generally required for an operative photocell to apply power to the fixture. Replace if inoperative. Supply voltage to fixture or Check supply voltage and ballast output voltage. ballast output voltage is low. HPS starter circuit failure. Check lamp on Discharge Lamp Checker or try known good lamp. Replace starter. 1160-12.3 Short Lamp Life Possible Causes Corrective Maintenance Incorrect lamp. Check and compare data on ballast or fixture nameplate with lamp electrical characteristics. Shorted ballast. Check electrically for a shorted ballast. Over wattage operations. Check ballast or fixture rating for lamp type and wattage. Check operation for correct voltage and current at socket terminals. 11-104 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

1160-12.4 Flickering Possible Causes Corrective Maintenance Supply voltage to fixture is Check both supply and ballast output voltage with low. lamp operating. Incorrect ballast. Check and compare data on ballast or fixture nameplate with lamp electrical characteristics. High operating voltage. Check lamp voltage at socket terminals while operating. Low ballast output voltage. Check ballast output and supply volts without lamp in circuit. Variable voltage. 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. Bad lamp. Replace lamp. Loose wiring. Check wire connections.

1160-12.5 Blown Fuses Possible Causes Corrective Maintenance High momentary line current Check ballast literature for recommended rating of at turn “ON.” circuit protective devices. Circuit protective devices should have time delay elements when used with reactor or auto-transformer ballasts. Overloaded circuit. Check total load on circuit; lamps and ballasts plus other connected equipment. Shorted wires. Locate shorted wires and repair. Old or worn fuses. Replace with new and correct fuses. Lightning induced peak. Replace fuse. Check for other damage.

1160-12.6 Lamp Light Output Low Possible Causes Corrective Maintenance Lamps near end of life. Replace lamp. Supply voltage to fixture is Check both supply and ballast output voltage with low. lamp operating. Incorrect ballast Check and compare data on ballast or fixture name plate with lamp electrical characteristics. Low ballast voltage. Check ballast output and supply volts without lamp in circuit. Dirt accumulation. Clean luminaires and lamps. No refractor. Install refractor.

1160-12.7 Lamp Starts Slowly Possible Causes Corrective Maintenance Supply voltage to fixture is Check both supply and ballast output voltage with low. lamp operating. Low ballast output voltage. Check both ballast output and supply volts without lamp in circuit. Lamp is defective causing a Replace lamp IF other system components are OK. hard start.

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1160-12.8 Blackened Arc Tube Possible Causes Corrective Maintenance Incorrect ballast. Check and compare data on ballast or fixture name plate with lamp electrical characteristics. Lamp life used up. Replace lamp. Low voltage at socket. Check ballast for voltage.

1160-12.9 Abnormal Lamp Color Difference Possible Causes Corrective Maintenance Low supply voltage. Check supply voltage and ballast output voltages with lamp operating. Low ballast output. Check ballast output and supply volts without lamp in circuit. Variation in light distribution. Check luminaire. To test, interchange lamps between suspected and normally performing luminaires. Check refractor and glass lens. Dirt accumulation. Clean luminaires and lamps. Illumination color differences. Variations in environmental color-walls, tunnels, bridges, etc., can cause illumination-color illusions.

1160-12.10 Whole Circuit Off Possible Causes Corrective Maintenance Control Center problems. Check supply voltage and output voltage. Check fuses. Check contactor.

1160-13 Pole Replacement/Foundation Repair

1160-13.1 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. 1160-13.2 Anchor Bolts Sheared

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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.

1160-13.3 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.

1160-13.4 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.

1160-13.5 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.

1160-14 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.

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1196 FORMS INDEX (no forms at this time)

1197 TABLES INDEX

1197-1 Suggested Data for the District System Lighting Plan

As noted in Chapter 1101, Table 1197-1 lists suggested data for use in preparing the database used to develop a District System Lighting Plan (DSLP).

1197-2 Codes for Use in the District System Lighting Plan

As noted in Chapter 1101, Table 1197-2 lists codes to be used in the DSLP.

1197-3 Warrants for Freeway and Interchange Lighting

As noted in Chapter 1103, Table 1197-3 lists warrants for freeway and interchange highway lighting.

1197-4 Average Maintained Luminance Design Values

As noted in Sections 1103-4, 1106-1, 1106-2.2, 1140-3.1 and 1140-3.6.2, Table 1197-4 shows average illuminance design values.

1197-5 Nominal Mounting Height and Wattage

As noted in Section 1140-4.3.2, Table 1197-5 shows mounting heights with wattages.

1197-6 Typical Bracket Arm Lengths

As noted in Section 1140-4.3.4.2, Table 1197-6 shows typical bracket arm lengths.

1197-7 Recommended Conduit Sizes

As noted in Section 1140-5.5.2, Table 1197-7 shows recommended conduit sizes.

1197-8 Lighting Load Table

Table 1197-8 shows a sample circuit lighting load table.

1197-9 Recommended Lateral Soil Pressures for Foundations

As noted in Section 1140-8, Table 1197-9 shows recommended soil pressures for foundations.

1197-10 Foundation Embedment Nomograph

As noted in Section 1140-8, Table 1197-10 shows the recommended depth for foundation embedment.

1197-11 Allowable Lateral Soil Resistance

As noted in Section 1140-8, Table 1197-11 shows allowable lateral soil resistance based on tower height.

1197-12 Determination of Responsibilities

As noted in Section 1160-3, Table 1197-12 shows maintenance and energy responsibilities for highway lighting.

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Table 1197-1. Suggested Data for the District System Lighting Plan

Luminaires Pole or Tower Control Center Circuits Maintenance Costs Voltage Tower or Energy Number Energy Pole Number Account Number Units Consumed No. of Units Height Power Company AWG Lamp Life Cycle Manufacturer Foundation Capacity Two or Direct Labor Diameter & Depth Current & Future Three-wire Wattage Manufacturer Service Type

Ballast Lowering Device Supply Voltage Type Shields Bracket Arm Length 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 Owner or Maintaining Agency Latitude & Control Center

Longitude ID Number

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Table 1197-2. Codes for Use in the District System Lighting Plan

Code Description B - Blue Isolated intersections which are not part of an interchange. G - Green Interchanges which have partial interchange lighting. O - Orange Interchanges which have full interchange lighting. P - Pink Roadways which are not within an interchange area, but which are between interchanges or intersections which have continuous lighting. F - Future Unlighted locations to be lighted. U - Upgrade Lighted locations to received more comprehensive lighting (e.g., partial interchange to full interchange). D - Downgrad Lighted locations to be downgraded to less comprehensive lighting (e.g., full interchange to partial interchange). R - Remove Lighted locations to become unlighted.

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Table 1197-3. Warrants for Freeway and Interchange Lighting \

Continuous Freeway Lighting (CFL)1 (CFL-1 and CFL-2 must both be satisfied)

Case CFL-1 Requires 60,000 or more ADT and three or more through lanes in each direction

Case CFL-2 Requires that three or more interchanges be located with an average spacing of 1.5 miles or less.

Case CFL-3 Not used.

Case CFL-4 Not used.

Complete Interchange Lighting (CIL) (Except per CIL-1 and CIL-2 below, new CIL should be installed only as an upgrade to existing PIL)

Case CIL-1 The interchange is a System Interchange (freeway to freeway)

Case CIL-2 If one or more of the adjacent freeway segments qualify for CFL (Note 1)

Case CIL-3 Not used.

Case CIL-4 Not used.

Partial Interchange Lighting (PIL)2 (All new Service Interchange lighting, when called for, shall initially be PIL, to be upgraded to CIL later if necessary)

Case PIL-1 Requires that the average AADT ramp traffic entering and leaving the freeway at the interchange in question exceeds 2000. Ramps not meeting this AADT may remain unlit.

Case PIL-2 Requires that the ADT for the through lanes on the freeway exceeds 35,000.

Case PIL-3 Not used.

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. 2 Interchanges with side-by-side entrance/exit lanes (e.g., folded diamonds) or individual ramps with 2000+ ADT shall have ramp intersection lighting. 3 All volumes should be current or opening-day volumes.

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Table 1197-4. Average Maintained Luminance Design Values

Average Illuminance on the Pavement 1

Uniformity Roadway and Walkway Classification 2 Foot-Candles (avg./min.)

Freeway (including 0.9 3:1 ramps)3

Commercial 1.3 Expressway (including ramps)3 Intermediate 1.1 3:1

Residential 0.8

Commercial 1.6

Major3 Intermediate 1.2 3:1

Residential 0.8

Commercial 1.1

Collector3 Intermediate 0.8 4:1

Residential 0.6

Commercial 0.8

Local3 Intermediate 0.7 6:1

Residential 0.4

Commercial 1.3 3:1

Sidewalks Intermediate 0.8 4:1

Residential 0.4 6:1 2.0 (mixed ped,

Pedestrian Ways and veh) 4:1 4 Bicycle Paths 1.0 (ped only)

Notes:

1. Based upon R3 pavement classification, i.e. asphalt , rough texture, Q0 =0.07.

2. The terms “commercial,” “intermediate” and “residential” are defined in Section 1103-4. 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.

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Table 1197-5. Nominal Mounting Height and HPS Wattage

Mounting Height Luminaire Rating (Nominal) (HPS Lamp Feet Wattage)*

32.5 200

35 200

40 200

50 310

* Lumens, not wattage, is the best rating method for LED luminaires, but a rough rule-of-thumb is tht LED drop-in replacements for HPS luminaires will use almost 50% of the nominal HPS wattage.

Table 1197-6. Typical Bracket Arm Lengths (HPS)

Bracket Arm Guardrail Offset Pole Offset Location Length Feet Feet Feet

10 16.5 18 Mainline 12 18.5 20

4 10.5 12*

Ramps 6 12.5 15*

8 14.5 15* *Shorter lengths should be considered on the inside of sharp curves, as discussed above.

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Table 1197-7. Recommended Conduit Sizes

Nominal Size (ID) Usage Inches

Pavement Crossovers 3

Bridge and Concrete Barrier 2 Raceways

Longitudinal Conduit in Shoulder 3 Areas

Structure Grounding - Embedded 1 1/4

Underpass Lighting Service 1 1/4

Same as connecting conduit, Conduit Ells or 2 1/2 minimum for duct cable

Service Pole Pull Box to First 3 (minimum) Roadway Pull Box or Lighting Unit

Table 1197-8. Lighting Load Table

Circuit N 34 - 400 W = 13,600 Circuit S 34 - 400 W = 13,600 Sign No. 5 2 - 175 W = W 4 - 200 W = W Sign No. 7 1 - 100 W = 350 W U.P. Lights 3 - 100 W = 800 W 100 W Sign No. 3 1 - 175 W = 300 W 14,050 Sign No. 8 1 - 100 W = 175 W W Sign No. 1 1 - 100 W = 100 W Sign No. 18 7 - 175 W = 100 W 1,225 W 16,300 W

Circuit E 34 - 400 W = 13,600 Circuit W 28 - 400 W = 11,200 U.P. Lights 3 - 100 W = W 5 - 200 W = W Sign No. 12 2 - 175 W = 300 W Exist. Sign No. 101 1 - 175 W = 1,000 W Sign No. 13 4 - 175 W = 350 W Exist. Sign No. 102 7 - 175 W = 175 W 700 W 1,225 W 14,950 13,600 W W

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Table 1197-9. 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

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Table 1197-10. Foundation Embedment Nomograph

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Table 1197-11. Allowable Lateral Soil Resistance

Allowable Lateral Soil Resistance (psf/ft. of depth) Tower Foundation Height Diameter 100 200 300 400 500 600 (Feet) (Feet) Foundation Depth (Feet)

70 3 25 20 15 15 15 15

80 3 25 20 15 15 15 15

90 3 25 20 20 15 15 15

100 3 30 25 20 20 15 15

120 3 30 25 20 20 20 20

130 3.5 30 25 25 20 20 20

140 3.5 35 25 25 20 20 20

Table 1197-12. Highway Lighting Responsibilities

Area

Facility Unincorporated Incorporated

Interstate1 State State

U.S. Route1 State Municipal Corporation2

State Route1 State Municipal Corporation2

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.

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1198 FIGURES INDEX

1198-1 Roadway Lighting Fixture Distribution

As noted in Section 1140-3.1, Figure 1198-1 illustrates five basic distributions of highway lighting fixtures.

1198-2 Effects of Full Cut-Off and Non Cut-Off Luminaires

As noted in Section 1140-3.1, Figure 1198-2 illustrates the effects of full cut-off and non cut-off luminaires.

1198-3 Typical Luminaire Placement Partial Interchange Lighting (PIL)

As noted in Section 1140-4.4.1, Figure 1198-3 illustrates typical luminaire placement for a partial interchange.

1198-4 Detail of Luminaire Placement for Class I Exit Terminal (PIL)

As noted in Section 1140-4.4.1 and Figure 1198-3, Figure 1198-4 illustrates detail information regarding luminaire placement for an exit ramp terminal.

1198-5 Partial Lighting Applications to the Basic Diamond Interchange

As noted in Section 1140-4.4.2, Figure 1198-5 illustrates typical luminaire placement for a basic diamond interchange.

1198-6 Reserved for Future Information

Figure deleted but the space has been saved for now.

1198-7 Intersection Lighting Examples

As noted in Section 1140-4.4.4, Figure 1198-7 illustrates typical luminaire placement for intersections.

1198-8 Luminaire Mounting Arrangements

As noted in Section 1140-4.5.2, Figure 1198-8 illustrates different luminaire arrangements for street lighting.

1198-9 Overpass Key Unit Locations

As noted in Section 1140-4.6.3, Figure 1198-9 illustrates overpass key unit locations.

1198-10 Underpass Key Unit Locations

As noted in Section 1140-4.6.7, Figure 1198-10 illustrates underpass key unit locations.

1198-11 Control Center Data Chart

As noted in Sections 1140-5.3.2 and 1140-3.8, Figure 1198-11 illustrates a chart used in the plans to provide information needed about the control center.

1198-12 Voltage Drop Study

As noted in Section 1140-5.2.2, Figure 1198-12 illustrates calculation and analysis methods for producing lighting designs. (January 18, 2019) October 23, 2002 11-121 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Intentionally blank.

11-122 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-1. Roadway Lighting Fixture Distribution

(January 18, 2019) October 23, 2002 11-123 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-2. Effects of Full Cut-Off and Non Cut-Off Luminaires

11-124 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual Figure 1198-3. Typical Luminaire Placement Partial Interchange Lighting (PIL)

Notes: 1. For additional details of sketch (A), see Figure 1198-4. 2. (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.

(January 18, 2019) October 23, 2002 11-125 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-4. 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 1.0. 2. (F) denotes additional unit when future/full lighting is provided.

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Figure 1198-5. Partial Lighting Applications to the Basic Diamond Interchange

(January 18, 2019) October 23, 2002 11-127 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-6. Reserved for Future Information

Figure has been deleted; however, for now the space has been saved for a future revision.

11-128 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-7. Intersection Lighting Examples

Figure 1198-8. Luminaire Mounting Arrangements

Luminaire mounting arrangements: (a) Median; (b) Right-side; (c) Left-side; (d) Staggered; and (e) Opposite.

(January 18, 2019) October 23, 2002 11-129 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-9. Overpass Key Unit Locations

11-130 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-10. Underpass Key Unit Locations

(January 18, 2019) October 23, 2002 11-131 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-11. Control Center Data Chart

CONTROL CENTER DATA CONTROL CENTER SERVICE FEEDER CIRCUIT BRANCH CIRCUIT CONTROL CENTER POWER SERVICE TOTAL ENTRANCE ENCLOSURE FEEDER CIRCUIT BRANCH CIRCUIT BRANCH CIRCUIT BRANCH CIRCUIT MAINTAINING 2 CONNECTED LOAD 3 BREAKER SIZE DESIGNATION VOLTAGE CONNECTED LOAD CONDUCTOR SIZE RATING (AMPS) FUSE SIZE (AMPS) NO. LOAD (AMPS) 3 CABLE SIZE AGENCY 1 (AMPS) (AMPS) (kVA) (AWG)

Notes:

1. See NEC 230 Part IV for requirements related to service-entrance conductors. 230.42 (2011) has specific requirements on conductor size; in general, ampacity shall be a minimum of 125% of the continuous lighting load of the control center. Note that 125% = 1/0.8.

2. Refers to the ampere rating of the disconnect as specified by the manufacturer. NEC Art. 225 requires the Rating of Disconnect to be not less than the calculated load. Consideration should be made of future expansion of the lighting system, but at a minimum the rating shall be equal to the ampacity of the service-entrance conductors. The Short-Circuit Current Rating (SCCR) should be calculated using the power service equipment as provided by the power company. It is the Contractor’s responsibility to assure enclosure SCCR compatibility per NEC Art. 110.

3. Nominal fuse size should be a minimum of 125% of the calculated load, up to a value equal to the ampacity of the wire protected by the fuse. Standard ampere readings for fuses are given in NEC Art. 240. When the circuit fuse in the chart above supplies only a single lighting branch circuit breaker, the designer should specify a nominal fuse value at least two standard ampere ratings higher than the 125% value. Note that 125% = 1/0.8.

11-132 October 23, 2003 Revised January 18, 2019 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-12a. Voltage Drop Study – Cable Sizing Calculation Notes

1. Voltage drop on circuit not to exceed 5% nominal circuit voltage in steady state since equipment can generally tolerate a voltage variance of 10%.

Because of the small wire sizes involved and the high power factor of the lighting load, the reactance is considered to be negligible in this computation. (AIEE publication No. 952 dated October, 1956)

2. Operating current for typical luminaires in ODOT HPS Highway Lighting Systems: Line Amperes Operating = (Lamp watt + Ballast watts)/Line voltage Ballast watts may be as much as 30% lamp watts for tertiary winding ballast.

Line Amps. Operating Lamp Wattage 480 Volts 240 Volts 120 Volts 100 0.27 0.54 1.1 150 0.41 0.81 1.6 200 0.54 1.1 2.2 250 0.68 1.4 2.7 310 0.84 1.7 3.4 400 1.1 2.2 4.3 1000 2.7 5.4 11

3. Obtain wire resistance from published data (engineering handbooks, manufacturers’ data sheets, etc. The following values are taken from NEC (2011) Chapter 9, Table 9:

Wire Size Ohms per 1000 feet 14 3.1 12 2.0 10 1.2 8 0.78 6 0.49 4 0.31 2 0.19 1/0 0.12 2/0 0.10 4/0 0.079

4. Voltage drop in a Lighting Circuit Section = Amperes in and beyond the Section x [(Length of the Section in feet x 2 wires)/1000] x Resistance wire per 1000.

Include in length of a section an allowance for connection at each end and slack. Frequently this is done by allowing 5-10 feet at each end and rounding up section lengths in increments of 5 feet.

5. To simplify calculations (see Figure 1198-12c): Lighting unit lead and voltage drop is computed only to the base of the support; underpass lighting load and voltage drop is computed only to the disconnect switch; and the sign lighting load and voltage drop are computed only to point of connection to the lighting circuit.

(January 18, 2019) October 23, 2002 11-133 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-12b. Voltage Drop Study – Sample Circuit Layout

11-134 October 23, 2003 (January 18, 2019) 1100 HIGHWAY LIGHTING Traffic Engineering Manual

Figure 1198-12c. Voltage Drop Study – Sample Voltage Drop Calculation

Co. FRA Rte. 99 Sec. 1.23 Sheet 1 of 1 Sheets Power Service “A” Circuit B No. of Wires for Calculation Purposes: 2 Supply Voltage: 240/480 3-wire GND NEU Wire Resistance Used: No. 4 AWG. 0.2582 No. AWG.

1. To avoid repetition, the power service designation “A” is omitted in the point designation. 2. Lighting unit lead and voltage drop is computed only to base of support to simplify calculation. 3. Underpass lighting load and voltage drop is computed only to disconnect to simplify calculation. 4. Sign lighting load and voltage drop are computed only to the point of connection to lighting circuit to simplify calculation. 5. These columns are normally only computed for the point of maximum voltage drop.

(January 18, 2019) October 23, 2002 11-135 1100 HIGHWAY LIGHTING Traffic Engineering Manual

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TABLE OF CONTENTS Part 12 - ZONES AND TRAFFIC ENGINEERING STUDIES

1200 GENERAL ...... 12-5

1201 TRAFFIC CONTROL ZONES ...... 12-5

1202 SCHOOL ZONES ...... 12-5

1203 SPEED ZONES ...... 12-5 1203-1 General ...... 12-5 1203-2 Procedures for Requesting and Authorizing Speed Zones ...... 12-6 1203-2.1 General ...... 12-6 1203-2.2 ODOT-Maintained Highways - General Procedure...... 12-7 1203-2.3 Local Roads - General Procedure ...... 12-7 1203-2.4 Split Jurisdictions ...... 12-7 1203-2.5 Speed Zone Tracking Application ...... 12-8 1203-2.6 Narrow and Low-Volume Rural Roads (Form 1296-1)...... 12-8 1203-2.7 Unimproved Highways and Residential and Commercial Subdivision Streets (Form 1296-15) ...... 12-9 1203-2.8 Freeways and High-Speed Multi-Lane Divided Routes ...... 12-9 1203-2.9 Speed Zones in Temporary Traffic Control Zones (Work Zone Speed Zones) ...... 12-10 1203-2.9.1 General ...... 12-10 1203-2.9.2 WZSZs on High-Speed (≥55 mph) Multi-Lane Highways for Construction Projects − During Design (Figure 1298-1a) ...... 12-11 1203-2.9.3 WZSZs on High-Speed (≥55 mph) Multi-Lane Highways for Construction Projects − During Construction (Figure 1298-1b) ...... 12-11 1203-2.9.4 WZSZs on High-Speed (≥55 mph) Multi-Lane Highways for Operations/ Maintenance Work (Figure 1298-1c) ...... 12-11 1203-2.9.5 Reserved for Future Information ...... 12-11 1203-2.9.6 Warranted Work Zone Speed Limits for Work Zones on High-Speed (≥55 mph) Multi-Lane Highways (Table 1297-7)...... 12-11 1203-2.9.7 WZSZ Evaluation Sheet for High-Speed (≥55 mph) Multi-Lane Highways (Form 1296-17) ...... 12-12 1203-2.10 Variable Speed Limits ...... 12-12 1203-3 Speed Zone Studies ...... 12-13 1203-3.1 General ...... 12-13 1203-3.2 Field Review ...... 12-13 1203-3.3 Speed Check (Form 1296-5) ...... 12-14 1203-3.4 Speed Zone Warrant Sheet (Form 1296-2) ...... 12-14 1203-3.4.1 General ...... 12-14 1203-3.4.2 Information Used in Completing Form 1296-2 .. 12-14 1203-3.5 Additional Information/Considerations ...... 12-15 1203-4 Withdrawal of Authorization ...... 12-16 1203-5 Documentation and Records Management ...... 12-17 1203-5.1 General ...... 12-17 1203-5.2 Documentation for Work Zone Speed Zones (WZSZs) ...... 12-17 1203-5.3 Records Management and Retention ...... 12-18

(January 18, 2019) October 23, 2002 12-1 1200 ZONES AND STUDIES Traffic Engineering Manual

1204 PARKING CONTROL ZONES ...... 12-19 1204-1 General ...... 12 -19 1204-2 Procedure for Authorizing Parking Control Zones ...... 12-19 1204-3 Engineering Study ...... 12 -19 1204-4 Withdrawal of Authorization ...... 12-19 1204-5 Documentation and Records Management ...... 12-20

1205 OTHER ZONES ...... 12-20

1210 TRAFFIC ENGINEERING STUDIES ...... 12-21

1211 SAFETY STUDY GUIDELINES ...... 12-23 1211-1 What is a Safety Study? ...... 12-23 1211-1.1 General ...... 12-23 1211-1.2 Safety Study Initiation ...... 12-23 1211-1.3 Safety Study Process ...... 12-24 1211-2 Table of Contents ...... 12 -27 1211-3 Title Page ...... 12 -27 1211-4 One Page Project Summary ...... 12-27 1211-5 Executive Summary ...... 12-27 1211-6 Purpose and Need Statement ...... 12-27 1211-7 Existing Conditions ...... 12-28 1211-7.1 Background ...... 12-28 1211-7.2 Condition Diagram(s) ...... 12-29 1211-7.3 Physical Condition Write-up ...... 12-31 1211-7.4 Photos ...... 12 -32 1211-7.5 Other Issues and Data ...... 12-32 1211-8 Crash Data and Analysis ...... 12-32 1211-8.1 Crash Data Summaries, Graphs and Tables ...... 12-32 1211-8.2 Collision Diagram(s) ...... 12-32 1211-8.3 Crash Summary Narrative ...... 12-33 1211-8.4 Site Diagnosis and Identification of Potential Countermeasures ...... 12-34 1211-8.5 Design Evaluation (If Applicable) ...... 12-36 1211-8.6 Proposed Countermeasure Evaluation ...... 12-36 1211-8.7 Conclusions ...... 12-37 1211-9 Summary of Supplemental Traffic Studies...... 12-37 1211-10 Recommendations and Prioritization ...... 12-37 1211-10.1 Countermeasure Recommendations and Implementation Plan ...... 12 -37 1211-10.2 Proposed Condition Diagrams ...... 12-38 1211-11 Appendices (If Completed or Authorized) ...... 12-38

1213 OTHER TRAFFIC ENGINEERING STUDIES ...... 12-41 1213-1 General ...... 12 -41 1213-2 Determining Curve Advisory Speeds ...... 12-41 1213-2.1 General ...... 12-41 1213-2.2 Ball Bank Indicator ...... 12-41 1213-2.3 Calculation Method to Determine Curve Advisory Speed...... 12-41 1213-3 Delay Studies ...... 12 -42 1213-4 Systematic Signal Timing & Phasing Program (SSTPP)...... 12-42 1213-4.1 General ...... 12-42 1213-4.2 Benefits ...... 12-42 1213-4.3 Eligibility ...... 12-42 1213-4.4 MPO & Local Documentation Requirements ...... 12-43 1213-4.5 Project Scope ...... 12-43 1213-5 Road Safety Audits (RSAs) ...... 12-43 12-2 October 23, 2002 (January 18, 2019) 1200 ZONES AND STUDIES Traffic Engineering Manual

1213-5.1 General ...... 12-43 1213-5.2 Purpose ...... 12-44

1296 FORMS INDEX ...... 12-45 Form 1296-1. Speed Zone Request for Narrow and Low-Volume Rural Roads ...... 12-47 Form 1296-2. Speed Zone Warrant Sheet ...... 12-51 Form 1296-3. Sample Speed Study Data Sheet ...... 12-55 Form 1296-4. Completed Sample Speed Study Data Sheet ...... 12-56 Form 1296-5. Speed Check Form ...... 12-57 Form 1296-6. Speed Limit Revision (Forms a and b) ...... 12-58 Form 1296-7. Withdrawal of Issued Speed Limit Revision (Forms a and b) ... 12-60 Form 1296-8. Field Report on Parking Practices ...... 12-62 Form 1296-9. Establishment of No-Parking Restrictions ...... 12-64 Form 1296-10. Withdrawal of Issued No-Parking Restrictions ...... 12-65 Form 1296-11. Curve Study Sheet ...... 12-66 Form 1296-12. Reserved - Existing Form Deleted ...... 12-67 Form 1296-13. Reserved - Existing Form Deleted ...... 12-67 Form 1296-14. Freeway and Rural Expressway Speed Zone Evaluation Sheet...... 12-67 Form 1296-15. Speed Zone Request for Unimproved Highways and Residential or Commercial Subdivision Streets ...... 12-68 Form 1296-16. Reserved − Deleted the Existing Form ...... 12-69 Form 1296-17 Work Zone Speed Zone Evaluation Sheet for High-Speed (≥ 55 mph) Multi-Lane Highways ...... 12-70 Form 1296-18 Work Zone Speed Zone (WZSZ) Tracking Report ...... 12-71 Form 1296-19. Sample OSHP Concurrence Sheet ...... 12-72

1297 TABLES INDEX ...... 12-73 Table 1297-1. Symbols for Use with the Speed Study Data Sheet...... 12-75 Table 1297-2. Speed Zone Warrant Analysis − Highway Development ...... 12-76 Table 1297-3. Speed Zone Warrant Analysis − Roadway Features ...... 12-77 Table 1297-4. Speed and Parking Zone Revision Number Assignments ...... 12-78 Table 1297-5. Reserved for Future Information ...... 12-79 Table 1297-6. Speed Zone Warrant Analysis − Roadway Characteristics ...... 12-80 Table 1297-7 Warranted Work Zone Speed Limits for Work Zones on High-Speed (≥ 55 mph) Multi-Lane Highways ...... 12-81

1298 FIGURES INDEX ...... 12-83 Figure 1298-1. Work Zone Speed Zoning Process (Figures a, b and c) ...... 12-87 Figure 1298-2. Examples of Signal Timing and Phasing Improvements ...... 12-90 Figure 1298-3. Examples of Type A Roadway Characteristics for Speed Zoning for Form 1296-1 ...... 12-91 Figure 1298-4. Examples of Type B Roadway Characteristics for Speed Zoning for Form 1296-1 ...... 12-94 Figure 1298-5. Examples of Type C Roadway Characteristics for Speed Zoning for Form 1296-1 ...... 12-97 Figure 1298-6. Sample Full Safety Study Table of Contents...... 12-98 Figure 1298-7 Title Page − Example 1 ...... 12-99 Figure 1298-8. Title Page − Example 2 ...... 12-100 Figure 1298-9. One Page Project Summary − Example 1 ...... 12-101 Figure 1298-10. One Page Project Summary − Example 2 ...... 12-102 Figure 1298-11. Executive Summary Outline ...... 12-103 Figure 1298-12. Existing Conditions Diagram − Roadway Section ...... 12-104 Figure 1298-13. Existing Conditions Diagram − Intersection ...... 12-105 Figure 1298-14. Intersection Collision Diagram − Example 1 ...... 12-106 Figure 1298-15. Intersection Collision Diagram − Example 2 ...... 12-107

(January 18, 2019) October 23, 2002 12-3 1200 ZONES AND STUDIES Traffic Engineering Manual

Figure 1298-16. Roadway Section Collision Diagram Example ...... 12-108 Figure 1298-17. Summary of Crash Pattern Tables ...... 12-109 Figure 1298-18. Crash Histogram ...... 12-110 Figure 1298-19. ECAT Project Safety Performance Summary Report − Existing Conditions ...... 12-111 Figure 1298-20. ECAT Project Safety Performance Summary Report − Proposed Safety Improvements ...... 12-112 Figure 1298-21. Proposed Conditions Diagram − Example 1 ...... 12-113 Figure 1298-22. Proposed Conditions Diagram − Example 2 ...... 12-114

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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).

1201 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 4511.21 addresses Speed Zones and School Zones, and Section 4511.22 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 4511.66, 4511.68, 4511.681 and 4511.69). 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 6.

1202 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.

“Special Elementary Schools” (e.g., Amish), are eligible for school zone signing provided they meet the requirements in Ohio Revised Code 4511,21(B)(1)(c) and 4511.21(B)(1)(e), (i-v).

1203 SPEED ZONES

1203-1 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 4511.21 (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 4511.21. 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 1203-2. Details related to conducting a full “traditional” Speed Zone Study are addressed in Section 1203- 3. 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 4511.21 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

Revised July 19, 2019 October 23, 2002 12-5 1200 ZONES AND STUDIES Traffic Engineering Manual necessary to “withdraw” the authorization for the Speed Zone, e.g., a Corporation Line moves. Section 1203-4 describes the withdrawal process.

Under ORC Division 4511.21 (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 1203-2.3).

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 1203-2.9 and ORC Section 4511.98).

Additional regulations on speed limits can be found in ORC Sections 4511.211 (Speed limit on private residential road or driveway), 4511.23 (Speed regulations on bridges) and 4511.24 (Emergency vehicles excepted from speed regulations).

1203-2 Procedures for Requesting and Authorizing Speed Zones

1203-2.1 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 1203-2.6; for unimproved County Roads and residential or commercial subdivision streets see Section 1203-2.7; for freeways and high-speed multi-lane divided highways see Section 1203- 2.8.

The procedure and forms for speed zones in temporary traffic control zones (work zone speed zones) are addressed in Section 1203-2.9.

A quick reference guide is provided below as to what situation each of the forms addresses:

Form No. Section No. Form Title 1296-1 1203-2.6 Speed Zone Request for Narrow & Low-Volume Rural Roads 1296-2 1203-3.3 Speed Zone Warrant Sheet (for situations not covered by the alternative forms) 1296-14 1203-2.8 Freeway & Expressway Speed Zone Evaluation Sheet 1296-15 1203-2.7 Speed Zone Request for Unimproved Highways & Residential and Commercial Subdivision Streets 1296-17 1203-2.9 Work Zone Speed Zone (WZSZ) Evaluation Sheet for High-Speed (≥ 55 mph) Multi-Lane Highways

1203-2.2 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 1203-3 or using an appropriate alternative process or form described in Section 1203-2. For temporary traffic control situations (WZSZs), see Subsection 1203-2.9.

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Once a determination has been made to alter a speed limit, the District should forward the proposed speed limit reduction to the appropriate Ohio State Highway Patrol (OSHP) District Office for review and comment. Form 1296-19 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 1296-6 (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 1203-5 for further details on the documentation process.

1203-2.3 Local Roads – General Procedure

As noted in Section 1203-1, 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 4511.21(K). It is recommended that the Townships document the reasons for these Speed Zones and when the Speed Limit signs are erected. Form 1296-15 is an example of a form that can be used for such documentation.

Except as provided in ORC 4511.21(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 1203-3, shall be included with all such requests unless the request qualifies for one of the abbreviated processes or forms described in Section 1203-2. 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 1203-2.9.

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 1296-6 (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 be documented to verify when the Speed Zone is in effect. See Section 1203-5 for further details on the documentation process.

1203-2.4 Split Jurisdictions

ORC Division 4511.21(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 4511.21(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 (January 18, 2019) October 23, 2002 12-7 1200 ZONES AND STUDIES Traffic Engineering Manual

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.

1203-2.5 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, email reminder notices are sent to key District personnel.

1203-2.6 Narrow and Low-Volume Rural Roads (Form 1296-1)

For rural roads with a width of 16 feet or less or an ADT of 400 or less, Form 1296-1 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.

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.

12-8 October 23, 2002 (January 18, 2019) 1200 ZONES AND STUDIES Traffic Engineering Manual

Table 1297-6 provides additional information about the Roadway Characteristics categories used with this form, and Figures 1298-3 through 1298-5 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 1203-3.5).

1203-2.7 Unimproved Highways and Residential and Commercial Subdivision Streets (Form 1296-15)

As noted in Sections 1203-1 and 1203-2.3, 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 1296- 15 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 4511.21(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 1203-2.3, 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 1296-15 is an example of a form that can be used for such documentation.

1203-2.8 Freeways and High-Speed Multi-Lane Divided Routes

Since the basic Speed Zone Warrant Sheet (Form 1296-2) is not set up to address situations involving speed limits over 60 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 1296-14 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 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 1203-3.5.

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1203-2.9 Speed Zones in Temporary Traffic Control Zones (Work Zone Speed Zones)

1203-2.9.1 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 1203-2.9.2 through 1203-2.9.4 address details of the process as applied to construction projects in the design phase and during construction, as well as Operations/Maintenance projects. Sections 1203-2.9.6 and 1203- 2.9.7 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 1203-3. 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 (> 55 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 1297-7 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 605-3.4, 605-6.4, 640-18, 641-34 and 642-24.

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 Limit Revision shall be withdrawn (see Section 1203-4).

See Section 1203-5 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. 12-10 October 23, 2002 (January 18, 2019) 1200 ZONES AND STUDIES Traffic Engineering Manual

1203-2.9.2 WZSZs on High-Speed (≥55 mph) Multi-Lane Highways for Construction Projects – During Design (Figure 1298-1a)

In addition to the provisions of Section 1203-2.9.1, details of the WZSZ process for construction projects during design, including design build projects, are described in Figure 1298-1a, 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.

1203-2.9.3 WZSZs on High-Speed (≥55 mph) Multi-Lane Highways for Construction Projects – During Construction (Figure 1298-1b)

In addition to the provisions of Section 1203-2.9.1, details of the WZSZ process for construction projects during construction, are described in Figure 1298-1b, Work Zone Speed Zoning Process for Construction Projects – During Construction.

1203-2.9.4 WZSZs on High-Speed (≥55 mph) Multi-Lane Highways for Operations/ Maintenance Work (Figure 1298-1c)

In addition to the provisions of Section 1203-2.9.1, details of the WZSZ process for operations and maintenance work on high-speed (≥55 mph) multi-lane highways are described in Figure 1298-1c, Work Zone Speed Zoning Process for Operations/ Maintenance Work.

1203-2.9.5 Reserved for Future Information

The new WZSZ process eliminated the need for the Work Zone Speed Zone Justification Report (Form 1296-16). Therefore, the form and related text has been deleted. This Section is reserved for future use.

1203-2.9.6 Warranted Work Zone Speed Limits for Work Zones on High-Speed (≥ 55 mph) Multi-Lane Highways (Table 1297-7)

Table 1297-7 is used to determine the warranted speed limit value(s) during qualifying work zone conditions (defined below and in Section 1203-2.9.1) 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 1297-7. 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 1297-7:

Work Zone Condition – A qualifying work zone condition is one that is at least 0.5 mile in length (as defined in Section 1203-2.9.1), with an expected work duration of at least three hours, and reduces the existing functionality of the travel lanes or shoulders. As noted in Section 1203-2.9.1, 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 (January 18, 2019) October 23, 2002 12-11 1200 ZONES AND STUDIES Traffic Engineering Manual

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 1297-7:

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 1203-2.9.7 for information regarding an optional form for assistance in working with Table 1297-7.

1203-2.9.7 WZSZ Evaluation Sheet for High-Speed (≥55 mph) Multi-Lane Highways (Form 1296-17)

Form 1296-17 is an optional form available to assist in navigating the information in Table 1297-7. The form is used in the same way as Table 1297-7, to determine the warranted work zone speed limit values during qualifying work zone conditions on multi-lane highways with original (pre-construction) speed limits of 55 mph or higher. See Section 1203-2.9.6 for definitions and additional information that applies to the use of Form 1296-17.

1203-2.10 Variable Speed Limits

ORC Section 4511.21(H)(3) allows the Director to establish a Variable Speed Limit that is different from the established speed limit for weather conditions, traffic incidents and 12-12 October 23, 2002 (January 18, 2019) 1200 ZONES AND STUDIES Traffic Engineering Manual

congestion that occur on all or portions of I-670, I-275 and I-90 (at the intersection with I-71 and continuing to the Ohio-Pennsylvania border).

1203-3 Speed Zone Studies

1203-3.1 General

Generally, a Speed Zone Study used to support a request for alteration of a speed limit should include Forms 1296-2 (Speed Zone Warrant Sheet), and Form 1296-5 (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 1203-2.6, 1203-2.7, 1203-2.8 and 1203-2.9, 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.

FHWA’s USLIMITS2 is a web-based tool used to conduct speed studies for setting appropriate speed limits. It can be useful in checking or comparing the results obtained via the speed zoning process described herein. Information regarding this tool can be found at the following website:

https://safety.fhwa.dot.gov/uslimits/

1203-3.2 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 1296-3) or a similar document may be useful in consolidating this information. (Form 1296-4 provides a completed sample of this form, using symbols from Table 1297-1.) 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 run(s) should be made; however, these will also be conducted by the District personnel reviewing requests submitted to ODOT.Test run(s) should be made by driving as fast as it is comfortably safe. a. Test run(s) should be made in such a way that other traffic will not delay the test car. b. The speed should be recorded at a range of 0.10 to 0.25 mile interval or more. c. The average speed of the run(s) should be determined in each direction.

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1203-3.3 Speed Check (Form 1296-5)

Except when using one of the abbreviated study procedures described in Sections 1203-2.6 through 1203-2.9, or a summary sheet resulting from a mechanical speed check device and its associated software, a speed check using Form 1296-5 (Speed Check Form) or a similar form, shall be included in the study.

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 0.25-1.00 mile in length, and at 0.5-0.75 mile intervals for zones over 1 mile in length.

1203-3.4 Speed Zone Warrant Sheet (Form 1296-2)

1203-3.4.1 General

Form 1296-2 should be used in analyzing speed reduction requests that do not fall into the categories discussed in Sections 1203-2.6 through 1203-2.9 for the abbreviated Speed Zone request procedures. The data collected from the field review of the location and the information discussed in Subsection 1203-3.4.2 are used to complete Form 1296-2.

The current form was developed as a Microsoft Excel file; however, it may also be completed by hand.

The first sheet of Form 1296-2 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 2008. Table 1297-6 provides additional information about the Roadway Characteristics categories used with this form, and Figures 1298-3 through 1298-5 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 1203- 3.5).

1203-3.4.2 Information Used in Completing Form 1296-2

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 1297-2. 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. 12-14 October 23, 2002 (January 18, 2019) 1200 ZONES AND STUDIES Traffic Engineering Manual

2. Roadway Features consists of evaluating the roadway design characteristics including lane width, shoulders curves and grades. Table 1297-3 defines the Roadway Feature components. It is recognized that shoulder features may not be consistent throughout the roadway 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. 3. 85th-Percentile Speed can be determined by taking spot speed observations during weekday off-peak periods. Spot speed checks should be taken to reflect only free- flowing 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.

1203-3.5 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: (January 18, 2019) October 23, 2002 12-15 1200 ZONES AND STUDIES Traffic Engineering Manual

1. A study area near or adjacent to an incorporated area or other warranted speed reduction(s). 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.

1203-4 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 1296-7a (Withdrawal of Issued Speed Zone Authorization) is used to document the withdrawal of any Speed Zone approved by ODOT. Form 1296-7b is used for withdrawal of work zone speed zones established in accordance with Table 1297-7, described in Section 1203-2.9.

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 1296-15 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 1203-5 for additional information on documentation of the withdrawal of an authorized Speed Zone.

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1203-5 Documentation and Records Management

1203-5.1 General

Table 1297-4 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 1203-5.2,

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 1296-6a, 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 1296-6a). 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 1296-6a, the District shall notify OSHP and other law enforcement agencies as appropriate.

As noted in Section 1203-4, withdrawal of an authorized Speed Zone basically follows the same process used to authorize it originally. The District uses Form 1296-7a 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.

1203-5.2 Documentation for Work Zone Speed Zones (WZSZs)

Approval of a WZSZ for a temporary traffic control zone in accordance with Table 1297-7 is documented on Form 1296-6b, 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 1203-2.9, 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 1297-7 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 1296-18, 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 1297-7 has ended, a withdrawal of the authorization shall be processed, using Form 1296-7b. The OSHP and other law enforcement agencies shall be notified as appropriate.

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1203-5.3 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 1203-4) 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/ 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).

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1204 PARKING CONTROL ZONES

1204-1 General

As noted in OMUTCD Section 2B.46, ORC Section 4511.68 establishes certain parking prohibitions and ORC Section 4511.69 notes additional provisions related to parking locations and provisions. In addition, Section 4511.66 addresses the prohibition of parking upon the paved or main traveled part of the highway, and 4511.681 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 4511.66, 4511.68 and 4511.99 A through C shall be indicated by the use of signs.

1204-2 Procedure for Authorizing Parking Control Zones

As noted in Section 1204-1, 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 1204-3, 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 1296-19 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 1296-9 (Establishment of No-Parking Restrictions).

Following approval, the District shall erect the appropriate Parking Control signs, record the dates on Form 1296-9, and notify the OSHP and other law enforcement agencies as appropriate.

1204-3 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 1296-8 (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.

1204-4 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 1296-10 (Withdrawal of Issued No-Parking Restrictions) is used to document the withdrawal.

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1204-5 Documentation and Records Management

Table 1297-4 establishes Revision Numbers to be used by each District for Parking Control Zones. These numbers shall be used on Forms 1296-9 and 1296-10.

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 1204-4) 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 1203-5.

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).

1205 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 6.

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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 1213.

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Intentionally blank.

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1211 SAFETY STUDY GUIDELINES

1211-1 What is a Safety Study?

1211-1.1 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.

1211-1.2 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 locally- sponsored 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, 2002 12-23 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.

1211-1.3 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 Intersection Data Requirements

Length of segment, L (miles) Intersection type (3ST, 4ST, 3SG, 4SG) AADT (vehicles/day) AADT major (vehicles/day) Lane width (feet) AADT minor (vehicles/day) Shoulder width (feet) Intersection skew angle (degrees) Shoulder type Intersection lighting (present/not present) Median width (feet) Number of approaches with left-turn lanes Side Slopes Number of approaches with right-turn lanes Length of horizontal curve (miles) Number of approaches with left-turn signal Radius of curvature (feet) phasing Spiral transition curve (present/not present) Type of left-turn signal phasing Superelevation variance (feet/feet) Number of approaches with right-turn-on- Grade (%) red prohibited [for 3SG, use maximum Driveway density (driveways/mile) value of 3] Centerline rumble strips (present/not Intersection red light cameras (present/not present) present)

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Passing lanes [present (1 lane) /present (2 Sum of all pedestrian crossing volumes lane) / not present] (PedVol) -- Signalized intersections only Two-way left-turn lane (present/not present) Maximum number of lanes crossed by a Roadside hazard rating (1-7 scale) pedestrian (nlanesx) Segment lighting (present/not present) Number of bus stops within 1,000 feet of Auto speed enforcement (present/not the intersection present) Schools within 1,000 feet of the Roadway type (divided/undivided) intersection (present/not present) Auto speed enforcement (present / not Number of alcohol sales establishments present) within 1,000 feet of the intersection Major commercial driveways (number) Type of on-street parking Minor commercial driveways (number) (none/parallel/angle) Major industrial/institutional driveways Proportion of curb length with on-street (number) parking 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]

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,

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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 13-17 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 Lane Occupancy Study Traffic Control Device Studies Queue Length Study Signal Warrant Analysis Sight Distance Study Signal Timing/Phasing Analysis Skid Resistance Study Spot Speed Studies Highway Lighting Study Travel Time and Delay Studies Horizontal Curve (Ball Bank) Study Roadway/Intersection Capacity Analysis Turning Path Analysis Gap 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.

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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.

1211-2 Table of Contents

Full safety study reports shall have a Table of Contents (see Figure 1298-6). 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.

1211-3 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 1298-7 and 1298-8), and the name of the District, consultant and/or LPA that prepared the report.

1211-4 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 1298-9 and 1298-10 for a sample One Page Project Summary.

1211-5 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 1298-11.

1211-6 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 1211-2.3).

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.

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Example 2

The location addressed in this study was identified as HAM-US 50 1.05. The study area is the intersection of US-50 and Lawrenceburg Road, a mile from the Indiana state border. This location was ranked 13th 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.

1211-7 Existing Conditions

1211-7.1 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 26.44 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-56-26.92 to 27.41 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 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 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 12-28 October 23, 2002 Revised January 16, 2015 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 2011. 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 164.

1211-7.2 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 1211-1.2 for more details on the specific data elements that are required to complete the analysis required for the safety study.

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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.

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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 1298-12 for an example of an existing condition diagram for a roadway section and Figure 1298-13 for an intersection.

1211-7.3 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, 2002 12-31 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.

1211-7.4 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.

1211-7.5 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.

1211-8 Crash Data and Analysis

1211-8.1 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 1298-17 and 1298- 18.

1211-8.2 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 non- motorists 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 1298-14 and 1298-15 for sample intersection collision diagrams and Figure 1298-16 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., 2010-2012). 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.

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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.

1211-8.3 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 2010-2012, 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 2009‐2011 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 1298-17] 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).

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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 2009-2011, 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 1298-18] shows the breakdown of where crashes occurred (Iog points) from 2009-2011 and the type of crash that occurred. It shows that most of the crashes happened at signalized intersections.

1211-8.4 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 1298-19, 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.

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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.

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• 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.

1211-8.5 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.

1211-8.6 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

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evaluation step (Figure 1298-20). 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.

1211-8.7 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 1298-20). 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.

1211-9 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.

1211-10 Recommendations and Prioritization

1211-10.1 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.

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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.

1211-10.2 Proposed Condition Diagrams

Proposed condition diagrams should be prepared to detail the proposed countermeasure or countermeasure treatments recommended for funding and implementation (Figure 1298-21 and Figure 1298-22).

1211-11 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 1203-3 and in Chapter 3 of the ITE Manual of Transportation Engineering Studies.

7. Traffic Signal Warrants: If applicable.

See TEM Section 402-3 and OMUTCD Part 4 for further information about traffic signal warrants.

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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.

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Intentionally blank.

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1213 OTHER TRAFFIC ENGINEERING STUDIES

1213-1 General

This Chapter includes information about various other traffic engineering studies.

1213-2 Determining Curve Advisory Speeds

1213-2.1 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)

1213-2.2 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 1296-11 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.

1213-2.3 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:

 )( 15RfeVmph

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 0.16 40 mph 0.15 50 mph 0.14 60 mph 0.13

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1213-3 Delay Studies

This Section is reserved to address information available regarding delay studies. In the interim, contact ORE for such information if needed.

1213-4 Systematic Signal Timing & Phasing Program (SSTPP)

1213-4.1 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.

1213-4.2 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 = 40-60 % 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 1298-2 show examples of the benefits of improved signal timing and phasing that were realized through projects initiated in the ODOT Safety Program:

1213-4.3 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 1213-4.4 for documentation requirements.

4. Intersections or corridors identified by a local government as being high crash or congested. See Subsection 1213-4.4 for documentation requirements.

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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.

1213-4.4 MPO & Local Documentation Requirements

MPO and Local project requests based upon safety and congestion (Eligibility Criteria 3, 4 and 5 in Subsection 1213-4.3) 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.

1213-4.5 Project Scope

See the Office of Traffic Operations website for the Traffic Signal Timing Scope.

1213-5 Road Safety Audits (RSAs)

1213-5.1 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, 2002 12-43 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.

1213-5.2 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 Traditional Safety Review Performed by a team independent of the The safety review team is usually not project. completely independent of the design team. Performed by a multi-disciplinary team Typically performed by ODOT safety staff and that includes people inside and outside of reviewed by an internal multi-disciplinary ODOT. team. Always results in a formal report, but typically requires more data collection, such as Always generates a formal RSA report. detailed existing conditions, traffic volume and capacity analysis. A formal response report is an essential Often does not generate a formal response element of an RSA. report.

Additional information regarding RSAs can be found on-line at http://safety.fhwa.dot.gov/rsa/.

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1296 FORMS INDEX

1296-1 Speed Zone Request for Narrow and Low-Volume Rural Roads

Form 1296-1 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 1203-2.6.

1296-2 Speed Zone Warrant Sheet

Form 1296-2 is used for a full-scale Speed Zone Warrant analysis. The procedure for using this form is described in Section 1203-3.4.

1296-3 Sample Speed Study Data Sheet

Form 1296-3 may be used to record data used in the Speed Zone Warrant Analysis (see Section 1203-3.2). See Table 1297-2 for determination of Intersection Class and Building Type.

1296-4 Completed Sample Speed Study Data Sheet

Form 1296-4 is a sample of a completed version of Form 1296-3.

1296-5 Speed Check Form

Form 1296-5 is used to record speed information to determine the 85th-percentile and pace speeds (see Section 1203-3.3).

1296-6a Speed Limit Revision

Form 1296-6a is used to establish a revised speed limit (see Section 1203-2). Note that the established limit becomes effective when appropriate signs giving notice thereof are erected. Location From and To on Form 1296-6a shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS).

1296-6b Work Zone Speed Limit Revision for High-Speed (≥ 55 mph) Multi-Lane Highways

Form 1296-6b is used to establish a Work Zone Speed Zone (see Section 1203-2.9) in accordance with Table 1297-7. 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 1297-7 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. Location From and To on Form 1296-6b shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS).

1296-7a Withdrawal of Issued Speed Limit Revision

Form 1296-7a is used to withdraw a revised speed limit (see Section 1203-4). Location From and To on Form 1296-7a shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS).

1296-7b Withdrawal of Issued Work Zone Speed Limit Revision for High-Speed (≥ 55 mph) Multi-Lane Highways

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Form 1296-7b is used to withdraw a Work Zone Speed Zone (see Section 1203-4) in accordance with Table 1297-7. Location From and To on Form 1296-7b shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS).

1296-8 Field Report on Parking Practices

Form 1296-8 is used to request a No-Parking Zone. The procedure for using this form is described in Section 1204.

1296-9 Establishment of No-Parking Restrictions

Form 1296-9 is used to establish a No-Parking Restriction (see Section 1204-2). Note that the restriction becomes effective when appropriate signs giving notice thereof are erected.

1296-10 Withdrawal of Issued No-Parking Restrictions

Form 1296-10 is used to withdraw an established No-Parking Restriction (see Section 1204-4).

1296-11 Curve Study Sheet

Form 1296-11 is used in the Ball Banking Study described in Section 1213-2. to determine the recommended maximum speed to use on the Advisory Speed plate.

1296-12, 1296-13 Reserved – Deleted the Existing Form

1296-14 Freeway and Rural Expressway Speed Zone Evaluation Sheet

Form 1296-14 is used to document a request for a change in the speed limit on a freeway or rural expressway (see Section 1203-2.8).

1296-15 Speed Zone Request for Unimproved Highways and Residential and Commercial Subdivision Streets

Form 1296-15 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 1203-2.7). The form may also be used by Townships to document Speed Zones they establish based on ORC Division 4511.21(K).

1296-16 Reserved – Deleted the Existing Form

1296-17 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 1203.2.9.1). Information in this form is based upon Table 1297-7. The procedure for using this form is described in Section 1203-2.9.

1296-18 Work Zone Speed Zone (WZSZ) Tracking Report

Form 1296-18 is used to document and log the date, time, location and other detailed information regarding implementation of all WZSZs.

1296-19 Sample OSHP Concurrence Sheet

Form 1296-19 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 1203-2 and 1204-2).

12-46 October 23, 2002 Revised July 20, 2018 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-1. Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 1 of 4)

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Form 1296-1. Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 2 of 4)

12-48 October 23, 2002 (July 17, 2015) 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-1. Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 3 of 4)

(July 17, 2015) October 23, 2002 12-49 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-1. Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 4 of 4)

12-50 October 23, 2002 (July 17, 2015) 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-2. Speed Zone Warrant Sheet (Sheet 1 of 4)

Revised July 15, 2016 October 23, 2002 12-51 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-2. Speed Zone Warrant Sheet (Sheet 2 of 4)

12-52 October 23, 2002 Revised July 15, 2016 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-2. Speed Zone Warrant Sheet (Sheet 3 of 4)

(July 17, 2015) October 23, 2002 12-53 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-2. Speed Zone Warrant Sheet (Sheet 4 of 4)

12-54 October 23, 2002 (July 17, 2015) 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-3. Sample Speed Study Data Sheet

(July 17, 2015) October 23, 2002 12-55 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-4. Completed Sample Speed Study Data Sheet

12-56 October 23, 2002 (July 17, 2015) 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-5. Speed Check Form

(January 18, 2019) October 23, 2002 12-57 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-6a. Speed Limit Revision

STATE OF OHIO DEPARTMENT OF TRANSPORTATION

SPEED LIMIT REVISION

Location of Alteration:

District: ______Revision No.: ______Name of Street: ______

Municipality: ______County: ______

State Route No.: ______Co. Rd./Twp. Rd.: ______

Under Authority of Section 4511.21 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

Direction Approved Speed From To NB SB EB WB 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 ______(date) Signed ______

Title ______

12-58 October 23, 2002 Revised January 18, 2019 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-6b. Work Zone Speed Limit Revision for High-Speed (> 55 mph) Multi-Lane Highways

STATE OF OHIO DEPARTMENT OF TRANSPORTATION

WORK ZONE SPEED LIMIT REVISION

Location of Alteration:

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 4511.21 and 4511.98 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 1297-7 (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 1297-7 (Place a checkmark or “X” in the direction(s) in which TEM Table 1297-7 is authorized to be used.)

Direction From To 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 1296-18) 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, 2002 12-59 1200 ZONES AND STUDIES Traffic Engineering Manual

Form 1296-7a. Withdrawal of Issued Speed Limit Revision

STATE OF OHIO DEPARTMENT OF TRANSPORTATION

WITHDRAWAL OF ISSUED SPEED LIMIT REVISION

Location of Alteration:

District: _____ Revision No.: ______Name of Street: ______

Municipality: ______County: ______

State Route No.: ______Co. Rd./Twp. Rd.: ______

Under Authority of Section 4511.21 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

Direction Approved From To Speed Limit NB SB EB WB (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 ______

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Form 1296-7b. Withdrawal of Issued Work Zone Speed Limit Revision for High-Speed (> 55 mph) Multi-Lane Highways

STATE OF OHIO DEPARTMENT OF TRANSPORTATION

WITHDRAWAL OF ISSUED WORK ZONE SPEED LIMIT REVISION

Location of Alteration:

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 4511.21 and 4511.98 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 1297-7 (Place a checkmark or “X” in the direction(s) in which TEM Table 1297-7 was formerly authorized.)

Direction From To 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 1296-18) 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.

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Form 1296-8. Field Report on Parking Practices

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Form 1296-9. Establishment of No-Parking Restrictions

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Form 1296-10. 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 4511.10 - 4511.68 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 ______

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Form 1296-11. Curve Study Sheet

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Form 1296-12. Reserved – Existing Form Deleted

Form 1296-13. Reserved – Existing Form Deleted

______

Form 1296-14. 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.

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Form 1296-15. Speed Zone Request for Unimproved Highways and Residential or Commercial Subdivision Streets

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Form 1296-16. Reserved – Deleted the Existing Form

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Form 1296-17. Work Zone Speed Zone Evaluation Sheet for High-Speed (≥ 55 mph) Multi-Lane Highways

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Form 1296-18. Work Zone Speed Zone (WZSZ) Tracking Report

(An example form with a few entries can be found with the electronic copies of the forms.)

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Form 1296-19. Sample OSHP Concurrence Sheet

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1297 TABLES INDEX

1297-1 Symbols For Use with the Speed Study Data Sheet

Table 1297-1 depicts the symbols mentioned in Section 1203-3.2 that are used to represent physical features along the highway when completing the Speed Study Data Sheet (Form 1296- 3).

1297-2 Speed Zone Warrant Analysis - Highway Development

Table 1297-2 defines components used in Highway Development portion of Form 1296-2 for the Speed Zone Warrant Analysis (see Section 1203-3.4).

1297-3 Speed Zone Warrant Analysis - Roadway Features

Table 1297-3 defines components used in the Roadway Features portion of Form 1296-2 for the Speed Zone Warrant Analysis (see Section 1203-3.4).

1297-4 Speed and Parking Zone Revision Number Assignments

Table 1297-4 assigns numbers to be used by Districts when submitting/reviewing a Speed or Parking Zone request (see Sections 1203-5 and 1204-5).

1297-5 Reserved for Future Information

“2000 – 2005 Average: Ohio Interstate Crash Data” has been deleted, but this number/space has been reserved for future information.

1297-6 Speed Zone Warrant Analysis – Roadway Characteristics

Table 1297-6 provides descriptions of the roadway characteristics categories used in Form 1296- 1 (see Section 1203-2.6).

1297-7 Warranted Work Zone Speed Limits for Work Zones on High-Speed (≥55 mph) Multi- Lane Highways

Table 1297-7 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 1203-2.9). The procedure for using this table is described in Section 1203-2.9 and Figures 1298-1a through 1298-1c. Definitions of terms used in this table are available in Section 1203-2.9.6.

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Table 1297-1. 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

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Table 1297-2. Speed Zone Warrant Analysis - Highway Development

Building Development

Type 1 residential, small apartment, commercial or public building, or other low volume generator

Type 2 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.

Type 3 Substantial traffic generated by industry, shopping center or similar type large facility.

Type 4 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 Subdivision/residential type streets, low-volume Township Roads, and low-volume County Roads.

Class B Through streets, through Township Roads, through County Roads, and State Routes.

Class C Signalized intersections.

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Table 1297-3. Speed Zone Warrant Analysis - Roadway Features

Roadway Feature Definition

Lane Width, in feet Consider average or most dominant lane width. Two feet may be deducted from the lane width in curbed sections.

Shoulder: Unimproved Unimproved shoulders are sod or loose aggregate. (see Notes) Improved Shoulders are considered improved when paved, surface treated or compacted aggregate. Curbed sections shall be considered improved <2 feet (Factor = 9 on the form).

Characteristics: (A) Very Good Essentially level and tangent, with minimal intersection (see Notes) involvement, minimal sight distance restrictions.

(B) Good Curves and/or grades resulting in minor speed reduction, few intersections, mostly good sight distance.

(C) Average Curves and/or grades resulting in moderate speed reduction, some restrictive sight distance problems, some intersection involvement.

(D) Adverse Curves and/or grades resulting in substantial speed reduction, frequent sight distance and intersection problems.

(E) Poor 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.

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Table 1297-4. Speed and Parking Zone Revision Number Assignments

Districts Speed Zones Parking Zones

District 1 10000 - 14999 10000 - 14999

District 2 15000 - 19999 15000 - 19999

District 3 20000 - 24999 20000 - 24999 District 4 25000 - 29999 25000 - 29999

District 5 30000 - 34999 30000 - 34999 District 6 35000 - 39999 35000 - 39999

District 7 40000 - 44999 40000 - 44999

District 8 45000 - 49999 45000 - 49999 District 9 50000 - 54999 50000 - 54999

District 10 55000 - 55999 55000 - 55999

District 11 60000 - 64999 60000 - 64999 District 12 65000 - 69999 65000 - 69999

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Table 1297-5. Reserved for Future Information

“2000 – 2005 Average: Ohio Interstate Crash Data” has been deleted but the number/space has been reserved for future information.

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Table 1297-6. Speed Zone Warrant Analysis – Roadway Characteristics (also see Figures 1298-3, 1298-4 and 1298-5)

Alphabetic Description Value Relatively straight and level road that generally provides good A1 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 A2 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 A3 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, B1 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, B2 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, B3 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 C 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. DIV Four-lane divided highway as defined in ORC 4511.35.

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.

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Table 1297-7. Warranted Work Zone Speed Limits for Work Zones on High- Speed (>55 mph) Multi-Lane Highways (Also see Section 1203-2.9.)

This Table is used in the process described in Section 1203-2.9 for Speed zones in Temporary Traffic Control Zones (WZSZs). This WZSZ process 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. See Section 1203-2.9.1 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 1203-2.9, 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 1203-2.9.6 for additional information regarding this Table, including definitions and additional guidance selecting the appropriate conditions and factors.

Warranted Work Zone Speed Limits (mph) for Qualifying Conditions and Factors

Original WITH Positive Protection WITHOUT Positive Protection Posted Speed Workers Workers NOT Workers Workers NOT Limit Present Present Present Present 70 60 65 55 65 65 55 60 50 60 60 55 60 50 60 55 50 55 45 55

As noted in Section 1203-2.9.6: “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 1203-2.9.6 for additional guidance.

Workers are considered to be “present” when on-site and working within the subject qualifying work zone condition.

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1298 FIGURES INDEX

1298-1a Work Zone Speed Zoning Process for Construction Projects – Design Phase

Figure 1298-1a 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 1203-2.9).

1298-1b Work Zone Speed Zoning Process for Construction Projects – During Construction

Figure 1298-1b 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 1203-2.9).

1298-1c Work Zone Speed Zoning Process for Operations/Maintenance Work

Figure 1298-1c provides a flowchart illustrating the work zone speed zoning process for ODOT operations/maintenance jobs (see Section 1203-2.9).

1298-2 Examples of Signal Timing and Phasing Improvements

Figure 1298-2 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 1213-4.

1298-3 Examples of Type A Roadway Characteristics for Speed Zoning

Figure 1298-3 provides aerial view examples to help illustrate the Type A category of roadway characteristics used in Form 1296-1 (see Section 1203-2.6).

1298-4 Examples of Type B Roadway Characteristics for Speed Zoning

Figure 1298-4 provides aerial view examples to help illustrate the Type B category of roadway characteristics used in Form 1296-1 (see Section 1203-2.6).

1298-5 Examples of Type C Roadway Characteristics for Speed Zoning

Figure 1298-5 provides aerial view examples to help illustrate the Type C category of roadway characteristics used in Form 1296-1 (see Section 1203-2.6).

1298-6 Sample Full Safety Study Table of Contents

Figure 1298-6 shows a sample Table of Contents for a Safety Study, as discussed in Section 1211-2.

1298-7 Title Page – Example 1

Figure 1298-7 shows a sample Title Page for a Safety Study, as discussed in Section 1211-3.

1298-8 Title Page – Example 2

Figure 1298-8 shows another sample Title Page for a Safety Study, as discussed in Section 1211- 3.

1298-9 One Page Project Summary - Example 1

Figure 1298-9 shows a sample project summary, as discussed in Section 1211-4.

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1298-10 One Page Project Summary - Example 2

Figure 1298-7 shows a sample project summary, as discussed in Section 1211-4.

1298-11 Executive Summary Outline

Figure 1298-11 shows an outline of a typical executive summary, as discussed in Section 1211- 5.

1298-12 Existing Conditions Diagram – Roadway Section

Figure 1298-12 shows a sample existing condition diagram for a roadway section, as discussed in Section 1211-7.2.

1298-13 Existing Conditions Diagram – Intersection

Figure 1298-13 shows a sample existing condition diagram for an intersection, as discussed in Section 1211-7.2.

1298-14 Intersection Collision Diagram – Example 1

Figure 1298-14 shows a sample collision diagram for an intersection, as discussed in Section 1211-8.2.

1298-15 Intersection Collision Diagram – Example 2

Figure 1298-15 shows a sample collision diagram for an intersection, as discussed in Section 1211-8.2.

1298-16 Roadway Section Collision Diagram Example

Figure 1298-16 shows a sample collision diagram for a roadway section, as discussed in Section 1211-8.2.

1298-17 Summary of Crash Pattern Tables

Figure 1298-17 shows an example of crash patterns summarized, as discussed in Section 1212- 3.

1298-18 Crash Histogram

Figure 1298-18 shows a sample crash histogram for a project corridor, as discussed in Section 1212-8.3.

1298-19 ECAT Project Safety Performance Summary Report – Existing Conditions

Figure 1298-19 shows an existing analysis report from the ECAT Excel analysis tool, as discussed in Section 1212-8.4.

1298-20 ECAT Project Safety Performance Summary Report – Proposed Safety Improvements

Figure 1298-20 shows a proposed analysis report from the ECAT Excel analysis tool, as discussed in Section 1212-8.4.

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1298-21 Proposed Conditions Diagram – Example 1

Figure 1298-21 shows an example of a proposed conditions diagram, as discussed in Section 1212-10.2.

1298-22 Proposed Conditions Diagram – Example 2

Figure 1298-22 shows an example of a proposed conditions diagram, as discussed in Section 1212-10.2.

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Figure 1298-1a. Work Zone Speed Zoning Process for Construction Projects – Design Phase

TEM Figure 1298-1a Revised 10/16/15 Construction Projects Acronym Key On High-Speed (> 55 mph) Multi-Lane Hwy DSZC = District Speed Zoning Coordinator (During Design*) DWZTM = District Work Zone Traffic Manager TEM 1203-2.9.2 TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone

Work Zone Work Zone Condition that reduces Duration of Work Yes 0.5 mile, or longer, Yes the existing functionality 3 hours, or in length? of the travel lanes or longer? shoulders?

No No No

Yes Location does not qualify for a WZSZ .

Designer may submit a request to the project manager, or designee, for a Project manager WZSZ. Request includes project DSZC reviews the forwards request to location information (C-R-S), PID and information for the DWZTM. If the Designer reviews basic information regarding the concurrence and DWZTM concurs, the Table 1297-7**. Is a Yes conditions and factors that will occur consults with the request is forwarded WZSZ warranted? throughout the project, based on designer, project to the DSZC. Table 1297-7. manager and DWZTM, as needed.

No DSZC notifies the project manager (and DWZTM, as necessary). Project A WZSZ is not warranted. manager forwards the information to the designer.

DSZC prepares a Work No Prior to the initial WZSZ Project manager forwards Zone Speed Limit implementation, the the signed Revision Form to Revision Form (Form project engineer notifies the designer. Designer 1296-6b), obtains DDD Is a WZSZ the State Highway Patrol, incorporates the applicable signature, and returns a recommended for and local law Plan Note, SCD, signed copy to the Yes approval by the enforcement (if Supplemental Specifications, project manager and DDD? applicable), of the etc., into the plans for the DWZTM. planned work zone speed approved WZSZ(s). DSZC enters the limit reduction(s). information into TRDMS.

When the need for the WZSZ has Project engineer, or ended, the WZSZ signs are DSZC processes the designee, provides copies removed and the Project Withdrawal of Issued of the tracking Engineer, or designee, notifies the Work Zone Speed Process is complete. All documentation (Form DWZTM and DSZC so that a Limit Revision (Form records and documentation 1296-18) to the DWZTM withdrawal of the Work Zone 1296-7b). must be retained in the and DSZC, or designees. Speed Limit Revision can be DSZC enters the District according to (This form is to be processed. Project engineer information into appropriate document submitted weekly.) notifies the State Highway Patrol, TRDMS. retention schedules. and local law enforcement (if applicable), of the pending withdrawal. * Includes Design Build ** Form 1296-17 may be used to assist in the evaluation.

Revised October 16, 2015 October 23, 2002 12-87 1200 ZONES AND STUDIES Traffic Engineering Manual

Figure 1298-1b. Work Zone Speed Zoning Process for Construction Projects – During Construction

TEM Figure 1298-1b Revised 10/16/15 Acronym Key Construction Projects DSZC = District Speed Zoning Coordinator On High-Speed (> 55 mph) Multi-Lane Hwy DWZTM = District Work Zone Traffic Manager (During Construction) TRDMS = Traffic Regulation Data Management Sys. TEM 1203-2.9.3 WZSZ = Work Zone Speed Zone

Work Zone WZSZ already Work Zone Condition that reduces authorized for Duration of Work Yes Yes 0.5 mile, or longer, Yes the existing functionality project (per Table is 3 hours, or in length? of the travel lanes or 1297-7) ? longer? shoulders?

Yes No No No Project engineer processes change order based on, and with, No appropriate Plan Note, SCD, Supplemental Specifications, etc., Location does not qualify for a WZSZ . for the warranted WZSZ. Project engineer coordinates with DWZTM and DSZC as appropriate.

Project engineer may submit a request to the DWZTM, or designee, for a WZSZ. Request includes project If DWZTM concurs, DSZC reviews the location information (C-R-S), PID and Project engineer the request is information for basic information regarding the reviews forwarded to the concurrence and Yes conditions and factors that will occur Table 1297-7**. Is a DSZC. consults with the WZSZ warranted? throughout the project, based on project engineer and Table 1297-7. DWZTM, as needed.

No DSZC notifies the project manager (and DWZTM, as necessary). A WZSZ is not warranted. The project engineer incorporates the approved DSZC prepares a Work No work zone speed limit(s), Zone Speed Limit Prior to the initial WZSZ into the project and the Revision Form (Form implementation, the project WZSZ is utilized in 1296-6b), obtains DDD engineer notifies the State accordance with the signature, and returns a Is a WZSZ Highway Patrol, and local recommended for associated applicable TEM signed copy to the Yes law enforcement (if sections, Plan Note, SCD, project engineer and approval by the applicable), of the planned Supplemental Specifications, DWZTM. DDD? work zone speed limit etc. Project engineer DSZC enters the reduction(s). processes change orders, as information into TRDMS. appropriate.

When the need for the WZSZ has Project engineer, or ended, the WZSZ signs are DSZC processes the designee, provides copies removed and the Project Withdrawal of Issued of the tracking Engineer, or designee, notifies the Work Zone Speed Process is complete. All documentation (Form DWZTM and DSZC so that a Limit Revision (Form records and documentation 1296-18) to the DWZTM withdrawal of the Work Zone 1296-7b). must be retained in the and DSZC, or designees. Speed Limit Revision can be DSZC enters the District according to (This form is to be processed. Project engineer information into appropriate document submitted weekly.) notifies the State Highway Patrol, TRDMS. retention schedules. and local law enforcement (if applicable), of the pending withdrawal.

** Form 1296-17 may be used to assist in the evaluation.

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Figure 1298-1c. Work Zone Speed Zoning Process for Operations / Maintenance Work

TEM Figure 1298-1b Revised 10/16/15 Acronym Key Operations/Maintenance Work DSZC = District Speed Zoning Coordinator On High-Speed (> 55 mph) Multi-Lane Hwy DWZTM = District Work Zone Traffic Manager TEM 1203-2.9.4 TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone

Work Zone WZSZ already Work Zone Condition that reduces Duration of Work authorized for per Yes Yes 0.5 mile, or longer, Yes the existing functionality is 3 hours, or Table 1297-7? in length? of the travel lanes or longer? shoulders?

Yes No No No

Speed limit reductions are not cumulative. Implement WZSZ(s) in No accordance with Table 1297-7, the associated TEM sections, Plan Location does not qualify for a WZSZ . Note, SCD, Supplemental Specifications, etc.

County Manager may submit a request to the DWZTM, or designee, for a WZSZ. Request includes project If DWZTM concurs, DSZC reviews the location information (C-R-S), PID and County Manager the request is information for basic information regarding the reviews forwarded to the concurrence and Yes conditions and factors that will occur Table 1297-7**. Is a DSZC. consults with the WZSZ warranted? throughout the project, based on County Manager and Table 1297-7. DWZTM, as needed.

No DSZC notifies the County Manager (and DWZTM, as necessary). A WZSZ is not warranted. The County Manager DSZC prepares a Work No incorporates the approved Zone Speed Limit Prior to the initial WZSZ work zone speed limit(s), Revision Form (Form implementation, the County into the project and the 1296-6b), obtains DDD Manager notifies the State WZSZ is utilized in signature, and returns a Is a WZSZ Highway Patrol, and local recommended for accordance with the signed copy to the Yes law enforcement (if associated applicable TEM project engineer and approval by the applicable), of the planned sections, Plan Note, SCD, DWZTM. DDD? work zone speed limit Supplemental Specifications, DSZC enters the reduction(s). etc. information into TRDMS.

When the need for the WZSZ has County Manager, or ended, the WZSZ signs are DSZC processes the designee, provides copies removed and the County Withdrawal of Issued of the tracking Manager, or designee, notifies the Work Zone Speed Process is complete. All documentation (Form DWZTM and DSZC so that a Limit Revision (Form records and documentation 1296-18) to the DWZTM withdrawal of the Work Zone 1296-7b). must be retained in the and DSZC, or designees. Speed Limit Revision can be DSZC enters the District according to (This form is to be processed. County Manager information into appropriate document submitted weekly.) notifies the State Highway Patrol, TRDMS. retention schedules. and local law enforcement (if applicable), of the pending withdrawal.

** Form 1296-17 may be used to assist in the evaluation.

Revised October 16, 2015 October 23, 2002 12-89 1200 ZONES AND STUDIES Traffic Engineering Manual

Figure 1298-2. Examples of Signal Timing and Phasing Improvements (See Section 1213-4 for related text,)

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Figure 1298-3. Examples of Type A Roadway Characteristics for Speed Zoning for Form 1296-1 (Sheet 1 of 3)

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Figure 1298-3. Examples of Type A Roadway Characteristics for Speed Zoning for Form 1296-1 (Sheet 2 of 3)

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Figure 1298-3. Examples of Type A Roadway Characteristics for Speed Zoning for Form 1296-1 (Sheet 3 of 3)

(October 16, 2015) October 23, 2002 12-93 1200 ZONES AND STUDIES Traffic Engineering Manual

Figure 1298-4. Examples of Type B Roadway Characteristics for Speed Zoning for Form 1296-1 (Sheet 1 of 3)

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Figure 1298-4. Examples of Type B Roadway Characteristics for Speed Zoning for Form 1296-1 (Sheet 2 of 3)

(October 16, 2015) October 23, 2002 12-95 1200 ZONES AND STUDIES Traffic Engineering Manual

Figure 1298-4. Examples of Type B Roadway Characteristics for Speed Zoning for Form 1296-1 (Sheet 3 of 3)

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Figure 1298-5. Examples of Type C Roadway Characteristics for Speed Zoning for Form 1296-1

(October 16, 2015) October 23, 2002 12-97 1200 ZONES AND STUDIES Traffic Engineering Manual

Figure 1298-6. 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

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Figure 1298-7. Title Page  Example 1

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Figure 1298-8. Title Page – Example 2

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Figure 1298-9. One Page Project Summary – Example 1

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Figure 1298-10. One Page Project Summary – Example 2

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Figure 1298-11. 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)

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Figure 1298-12. Existing Conditions Diagram – Roadway Section

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Figure 1298-13. Existing Conditions Diagram - Intersection

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Figure 1298-14. Intersection Collision Diagram – Example 1

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Figure 1298-15. Intersection Collision Diagram – Example 2

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Figure 1298-16. Roadway Section Collision Diagram Example

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Figure 1298-17. Summary of Crash Pattern Tables

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Figure 1298-18. Crash Histogram

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Figure 1298-19. ECAT Project Safety Performance Summary Report – Existing Conditions

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Figure 1298-20. ECAT Project Safety Performance Summary Report – Proposed Safety Improvements

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Figure 1298-21. Proposed Conditions Diagram – Example 1

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Figure 1298-22. Proposed Conditions Diagram – Example 2

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TABLE OF CONTENTS Part 13 - INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

1300 GENERAL ...... 13-3

1301 23 CFR 940 COMPLIANCE ...... 13-3 1301-1 General ...... 13-3 1301-1.1 General ...... 13-3 1301-1.2 ODOT PDP ...... 13-3 1301-1.3 General Criteria for ITS ...... 13-3 1301-2 Project Criteria ...... 13-5 1301-2.1 Exempt Project ...... 13-5 1301-2.1.1 Exempt Project Requirements ...... 13-6 1301-2.2 Low-Risk Projects ...... 13-6 1301-2.2.1 Low-Risk Projects Requirements ...... 13-7 1301-2.3 High-Risk Projects ...... 13-7 1301-2.3.1 High-Risk Project Requirements ...... 13-8 1301-2.4 High-Risk SEA Documentation Requirements ...... 13-8

1303 FREEWAY MANAGEMENT SYSTEM ON ODOT-MAINTAINED HIGHWAYS...... 13-13 1303-1 General ...... 13-13 1303-2 Traffic Management Center (TMC) ...... 13-13 1303-3 Closed Circuit Television (CCTV) ...... 13-13 1303-4 Communication ...... 13-15 1303-5 Dynamic Message Signs (DMS) ...... 13-17 1303-6 Vehicle Detection or SFRD ...... 13-18 1303-7 Highway Advisory Radio (HAR) ...... 13-19 1303-8 Travel Time ...... 13-20 1303-9 Road Weather Information System (RWIS)...... 13-20 1303-10 Ramp Metering ...... 13-20 1303-11 Ramp Meter Warrants ...... 13-21 1303-12 Traffic Incident Management ...... 13-26 1303-13 Variable Speed Limits ...... 13-26 1303-14 Hard Shoulder Running ...... 13-26

1340 DESIGN INFORMATION ...... 13-27 1340-1 General ...... 13-27 1340-2 Stage 1, 2 and 3 Plan Submittals ...... 13-27

1342 PLAN NOTES ...... 13-29 1342-1 General ...... 13-29 1342-2 CCTV Installations ...... 13-29 1342-3 Dynamic Message Sign Installations ...... 13-29 1342-4 Vehicle Detection Installations ...... 13-29 1342-5 Reserved for Future Use ...... 13-29 1342-6 Ramp Metering Installations ...... 13-29 1342-7 Item 625E25740: Conduit, Multicell, 4", 725.20 Item 625E25740: Conduit, Multicell, 4", 725.20, Jacked or Drilled ...... 13-29 1342-8 Item 625E25740: Conduit, Multicell, 4", 725.20B, HDPE Item 625E25740: Conduit, Multicell, 4", 725.20B, HDPE; Jacked or Drilled ...... 13-31 1342-9 Tracer Wire ...... 13-31 1342-10 Fiber Optic Cable Markers ...... 13-31 1342-11 DMS & DDMS Support Structures ...... 13-32 (January 15, 2021) October 23, 2002 13-1 1300 ITS Traffic Engineering Manual

1342-12 Item 625E29931: Median Junction Box, As Per Plan ...... 13-32 1342-13 Utilities ...... 13-32 1342-14 Protection of Traffic Monitoring Equipment ...... 13-32 1342-15 Maintaining ITS During Construction ...... 13-33

1343 SPECIFICATIONS ...... 13-34

1395 REFERENCE RESOURCES ...... 13-35 1395-1 General ...... 13-35 1395-2 Traffic Authorized Product (TAP) List ...... 13-35

1396 FORMS INDEX ...... 13-37

1397 TABLES INDEX ...... 13-39 1397-1 Exempt, Low-Risk and High-Risk ITS Projects ...... 13-41 1397-2 ITS User Services ...... 13-42 1397-3 Regional ITS Architectures in Ohio ...... 13-44 1397-4 Closed Circuit Television (CCTV) Installations ...... 13-45 1397-5a Full-Size Walk-In Dynamic Message Sign (DMS) Installations ...... 13-46 1397-5b Front Access Dynamic Message Sign (DMS) Installations ...... 13-47 1397-6 Destination Dynamic Message Sign (DDMS) Installations ...... 13-48 1397-7 Vehicle Detection (SFRD) Installations ...... 13-49 1397-8 Reserved for Future Use ...... 13-50 1397-9 Ramp Metering Installations ...... 13-51

1398 FIGURES INDEX ...... 13-52 1398-1 Project Development Process (PDP) ...... 13-53 1398-2 Fiber Optics Termination Diagram (Node Cabinet Assembly) ...... 13-54 1398-3 Fiber Optics Termination Diagram (Underground Splice Enclosure) .. 13-55 1398-4 Fiber Optics Termination Diagram (Fiber Backbone Splice Chart) ...... 13-56 1398-5 ITS Device Communication Diagram ...... 13-57

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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.

Submissions related to 23 CFR 940 approval shall be submitted to the Office of Roadway Engineering. Failure to obtain approval when required will result in the project being withheld from sale until the required approvals are given.

1301 23 CFR 940 Compliance

1301-1 General

1301-1.1 General

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.

At its core, 23 CFR 940 defines what is considered an ITS project and then requires ITS projects to be in compliance with the governing ITS architecture and for the project to be developed using a Systems Engineering Analysis (SEA) process.

1301-1.2 ODOT PDP

Systems Engineering Analysis (SEA) is a planning document for both low-risk and high-risk ITS projects. The SEA should be completed and approved prior to stage 2 plans for projects that don’t have a feasibility study (typically path 2 and sometimes path 3 projects). For larger projects, the SEA should be performed at the same time as the feasibility study.

1301-1.3 General Criteria for ITS

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 1397-2, under the following categories:

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1301-2 Project Criteria

ODOT uses a risk-based Systems Engineering Analysis approach to classify ITS projects into three categories: Exempt, Low-Risk or High-Risk ITS projects.

For examples of Exempt, Low-Risk and High-Risk projects see Table 1397-1. A differentiating factor in the determination of an ITS category, at the judgement of ODOT, can be the scale and complexity of the project. Projects with a very large scale or degree of complexity could be an overriding consideration to the project examples shown in Table 1397-1. For example, a project that would normally be considered Low-risk in Table 1397-1 could be classified as a High-risk ITS project based on its complexity or scale. Consult with the Office of Roadway Engineering if unsure of the proper category for an ITS project.

1301-2.1 Exempt Project

Exempt projects are those that are typically comprised of commercially off-the-shelf (COTS) equipment with no integration of separate systems. Exempt projects usually involve the deployment of very proven technologies and don’t require the passing of information between separate ITS systems or between multiple stakeholders. More complex projects, that could normally considered low or high risk may also be categorized as being exempt if they are an expansion of an existing system and the expansion doesn’t add functionality to the system. It is simply additional items added to the existing system. Exempt projects require no documentation or specific approvals related to 23 CFR 940.

Enforcement systems and systems used primarily to gather and archive data not directly used for operational purposes are not generally considered to be ITS and can often be considered exempt.

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The below table identifies activities that are typically considered exempt from 23 CFR 940 requirements:

• 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, CCTV, RWIS, etc.), software, locations or intersections to an existing system. The new equipment and software must be compatible with the existing. Exempt • 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.

1301-2.1.1 Exempt Project Requirements

CFR 940 Requirements for an Exempt project are as follows:

1. Ensure the project scope and specifications properly meet the definition of being Exempt; and

1301-2.2 Low-risk Projects

Low-risk projects involve COTS technology and devices that utilize existing and proven hardware and communication standards to ensure plug-and-play interoperability. No specific integration is required and there may be some passing of information from one system to another.

Low-risk projects require conformance with 23 CFR 940 including the requirement to follow a Systems Engineering Analysis (SEA) process in development. The SEA process has numerous requirements many of which can be addressed at the program level.

To accomplish this for low-risk projects, portions of the SEA process are incorporated into ODOT’s review and approval process for the Traffic Authorized Products (TAP) List. Project specific SEA requirements that cannot be covered by the TAP approval process are included in the SERF Form. The SERF form is a project specific documentation that, in conjunction with the TAP approval process, covers all of the SEA requirements. It is for this reason, that a project cannot be considered Low-risk nor can it utilize SERF documentation unless the products or systems that will be procured and installed by the project are on the TAP list. Products, systems or technologies not included in the TAP are considered High-risk and therefore require the full Systems Engineering Analysis requirements required by 23 CFR 940 (see High-Risk Project Requirements).

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Typical low-risk ITS project elements that can utilize SERF documentation (in conjunction with products included on the TAP) are:

• Closed loop arterial traffic signal system. • Centrally controlled arterial traffic signal system. • Highway Rail/Traffic Signal pre-emption. Low Risk • Traffic signal or signal system with Emergency Vehicle Pre-emption. • Traffic signal system with Transit Priority. • Ramp Meter system.

1301-2.2.1 Low-risk Project Requirements

CFR 940 Requirements for a Low-Risk project are as follows:

1. Ensure the project scope and specifications properly meet the definition of being Low Risk; and 2. Complete and submit for approval the appropriate SERF Documentation; and 3. Included with the SERF documentation is the applicable data flow diagrams from the governing architecture (either regional architecture if in an MPO area or if no regional exists utilize the Statewide ITS architecture). The Statewide architecture can be found at:

http://ohioitsarch.transportation.ohio.gov/index.html

The SERF form for low-risk projects can be found on the “Forms” section of the Traffic Operations web page OTO Forms.

1301-2.3 High-risk Projects

High-risk ITS projects come with various risk factors, such as cost overruns, not meeting agency needs and system failure. Due to these factors, High-risk ITS projects cannot utilize the SERF forms and they require detailed project specific Systems Engineering Analysis (SEA) documentation. The SEA is comprised of many separate parts and pieces that build on one another with the earliest steps being geared to identifying what are the functional requirements and concept of operations of the purposed ITS system. Later steps culminate in the validation and verification that the delivered system meet those functional requirements and full-fill the intended purpose of the system. The below “V” diagram depicts the Systems Engineering Analysis process that is applied to High-risk ITS project development.

Differentiators that make a project High-risk include:

1. Devices, technologies or systems provided in the project are not included on the TAP Revised January 17, 2020 October 23, 2002 13-7 1300 ITS Traffic Engineering Manual

2. Number of jurisdictions and/or modes involved. 3. New or unproven software creation. 4. Extent of new, unproven hardware and communication technology being used. 5. Number and level of complexity of new interfaces to other systems. 6. Level of detail needed in defining the functional requirements. 7. Requires integration of separate systems 8. Level of detail needed in defining the operations and management procedures. 9. Service life of the equipment and software technology.

Typical High-risk ITS projects or project elements are: • 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 has the potential to affect geographic areas outside of the maintaining agency. • Regional transit systems. High-Risk • 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. • Adaptive Traffic Signal Control system. • Any project that contains Autonomous or Connected Vehicle Technology • Any project not considered Exempt or Low-Risk under the Programmatic Agreement.

1301-2.3.1 High-risk Project Requirements

CFR 940 Requirements for a High-risk project are as follows:

1. Ensure the project scope and specifications properly meet the definition of being High-risk; and 2. Complete and submit for approval the project specific Systems Engineering Analysis (SEA) documentation; and 3. Include the Standard Plan Note “Systems Engineering Analysis Requirements” in the project documents; and

1301-2.4 High-risk SEA Documentation Requirements

The general purpose of the High-risk ITS project SEA is to 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.

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The SEA Documentation should be organized and address as follows:

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Intentionally blank.

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1303 FREEWAY MANAGEMENT SYSTEMS ON ODOT-MAINTAINED HWYS.

1303-1 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) • 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.

1303-2 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, 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.

1303-3 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.

Most 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

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from vehicles shall be tunnel/wall-mount cameras and/or thermal imaging cameras. Enhanced cameras with built-in analytics may be utilized in certain situations where the cameras can detect objects, queuing, or other events. Questions with regard to using enhanced cameras with analytics, should be asked to OTO. All 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 another agency wishes 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. Prior to adding a camera to any ODOT-maintained location, coordinate with the OTO to ensure the appropriate design layout is considered and performed. 2. 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. 3. CCTVs located in interchanges should be centrally located so that both on ramps can be viewed. This will provide monitoring for future ramp metering. 4. 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 SCD ITS-50.12. 5. 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. 6. 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 1397-4 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.

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c. For installations where there is need for a temporary CCTV to be setup, such as at a work zone, the 809E60020, CCTV IP-Camera System, Portable shall be utilized. 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. 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. Power services shall be designed with distribution cables based on appropriate voltage drop calculations; a max. wire size of No. 1/0 AWG and a minimum of 6 AWG shall be used. Voltage drop on circuit not to exceed 5% nominal circuit voltage in steady state since equipment can generally tolerate a voltage variance of 10%. All 60 Amp disconnects shall be fused at 30 Amps. See Standard Construction Drawings ITS-15.10 and ITS-15.11. 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 1342-2 (TEM Section 1342-2).

1303-4 Communication

ITS communication systems are critical to successful operation. ODOT has determined that the most effective (high-level) system requirement for ITS communications is to build upon the core ODOT network with robust security standards/protocols for devices connecting in from the field. Therefore, field device communications shall use Ethernet and other devices compatible with equipment routinely used by ODOT. The ITS network shall be separate from the ODOT network although there will be connectivity between the two systems. ODOT network interoperability is coordinated with OTO ITS Field Operations and 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. Leased Telecom Lines, Wireless Radios, Cellular). 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

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figures include one figure per field cabinet (e.g., Figure 1398-2: Node Cabinet Assembly), one figure per splice enclosure (e.g., Figure 1398-3: Underground Splice Enclosure), and one figure showing a high-level splicing scheme for the entire project (e.g., Figure 1398-4: Fiber Backbone Splice Chart), and a high-level device communication plan for the entire project (e.g., Figure 1398-5: ITS Device Communication Diagram). For ODOT projects with fiber interconnect, coordinate the termination diagrams with OTO ITS Field Operations, and high-level diagrams can be provided.

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.

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 1342-11 (TEM Section 1342-11) 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. Within metropolitan areas, 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-14.10 and 14.11). 4. For multi-cell conduit refer to Plan Note 1342-7 (TEM Section 1342-7). 5. For fiber optic installations in long haul installations, such as on interstates between metropolitan areas, a combination of air-blown fiber and micro-duct pathway shall be utilized. Refer to ODOT Supplemental Specification 804/904 for details regarding this method. 6. For fiber optic installations on signalized corridors, where there is not ample right-of-way to install fiber optic cable traditionally, as specified in 3. above, air-blown/pushable fiber optic cable shall be installed by saw cutting the pavement and installing a micro-duct pathway. 7. 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 1342-8 (TEM Section 1342-8) to be included in plans. 8. Fiber optic cable markers shall be used whenever fiber optic cable is installed. Refer to Plan Note 1342-9 (TEM Section 1342-9) for specification to be included in plans. 9. 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.

10. Any conduit installed within 6 feet of guardrail shall be concrete-encased.

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.

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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. 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.

1303-5 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 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 SCD’s. 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 80 amps by the manufacturer.

The designer shall utilize Table 1397-5a or 1397-5b to design DMS sites using the appropriate pay items, and including the appropriate standard drawings and Supplemental Specifications on the plan cover sheet. Table 1397-6 provides similar information for Destination DMS (DDMS) installations. The following list outlines additional requirements:

1. The appropriate DMS Type shall be chosen. a. For most installations along the freeway the 809E63000, DMS Full-Size Walk-In shall be utilized.

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b. 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 1342-10 (TEM Section 1342-10). 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. iii. The pay item for the foundation is 630E84511, Rigid Overhead Sign Support Foundation, As Per Plan. Plans should also include Plan Note 1342-10 (TEM Section 1342-10). 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. Power services shall be designed with distribution cables based on appropriate voltage drop calculations; a max. wire size of No. 1/0 AWG and a minimum of 6 AWG shall be used. Voltage drop on circuit not to exceed 5% nominal circuit voltage in steady state since equipment can generally tolerate a voltage variance of 10%. All 100 Amp disconnects shall be fused at 80 Amps. See Standard Construction Drawing ITS-15.10 and ITS-15.11. 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 1342-3 (TEM Section 1342-3).

1303-6 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. The current practice for obtaining travel-time information is using probe data, typically through cellular phone GPS, or mainline vehicle detection, typically through radar or loops.

Various technologies are available to provide travel times. The incidents are verified, and travel times can be corroborated using CCTV.

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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.

For a ramp meter, when designing a SFRD site, the designer shall take note of the layout of the surrounding area and make sure that the SFRD location is designed per SCD ITS-76.10. If the radar placement cannot be made on the mast arm per the SCD due to site constraints, the radar can be placed typically 500 feet downstream of the merge point on the new ramp installations following PIS 207610

A standalone SFRD design shall have the following attributes:

1. SFRDs are typically located near existing or proposed ITS cabinets with network communications. 2. 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. 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 1397-7 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. 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. Power services shall be designed with distribution cables based on appropriate voltage drop calculations; a max. wire size of No. 1/0 AWG and a minimum of 6 AWG shall be used. Voltage drop on circuit not to exceed 5% nominal circuit voltage in steady state since equipment can generally tolerate a voltage variance of 10%. All 60 Amp disconnects shall be fused at 30 Amps. See Standard Construction Drawing ITS-15.10 and ITS-15.11. 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 1342-4 (TEM Section 1342-4).

1303-7 Highway Advisory Radio (HAR)

Highway Advisory Radio (HAR) installations must be approved by the ODOT Office of Traffic Operations. Due to newer and aging technology, HAR installations are being discontinued.

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1303-8 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, 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).

1303-9 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 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.

1303-10 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 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 District 6 currently operational with new installations underway Cincinnati District 8 currently operational with new installations underway

Ramp Metering may be provided in the following metropolitan areas as conditions warrant: 13-20 October 23, 2002 (January 15, 2021) 1300 ITS Traffic Engineering Manual

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 SCD ITS-76.10. 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 1397-9 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, or itemized similarly to Traffic Signal pay items (see Signal Design Reference Packet, SDRP, for details). 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 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 1342-6 (TEM Section 1342-6).

1303-11 Ramp Meter Warrants

A ramp meter warrant analysis must be completed before the installation or design of a ramp meter on ODOT-maintained freeways (Interstate and non-Interstate). The design engineer will determine if a ramp meter is a viable solution on a project. There will be two different types of ramp meter analyses: a design ramp meter analysis, used to determine if a ramp meter can be used on a project in design, and a retro-fit ramp meter analysis, used for determining if a ramp meter can be installed on an existing ramp. The following warrant criteria and flowcharts are to be used with both types of analysis.

Warrant 1 (Ramp Volume) Is the ramp volume during the peak period greater than 240 vehicles per hour per lane (vphpl)? 240 vphpl is the practical lower limit for ramp metering. Revised January 15, 2021 October 23, 2002 13-21 1300 ITS Traffic Engineering Manual

Warrant 2 (Crashes) Has there been over 3 mainline merge related crashes in the past 3 years?

Crashes can be pulled using ODOTs Transportation Information Mapping System (TIMS). The area of the crash study shall be from the end of the entrance ramp gore area to 500 feet downstream.

Warrant 3 (Mainline Speed) Does the freeway operate at speeds 10 mph lower than the posted speed limit for duration of at least 30 minutes for 200 or more calendar days per year?

INRIX or similar speed provider data can be used to gather historical speed data for the analysis. The study area shall include a half mile upstream and downstream of the ramps gore area in the ramp’s direction of travel.

Warrant 4 (Freeway Level of Service) Does the freeway operate at LOS D or worse during the peak period? The level of service is to be determined using HCS and will either be a Merge/Basic Segment or a Weave analysis. TransModeler needs to be used for HCS Weave analysis that are a LOS F, or for cases where HCS is unable to analyze the Weave.

Warrant 5 (Mainline Volume) Does the total volume downstream of the gore during the peak period exceed the following? • Two mainline lanes in one direction – 2,650 vehicles per hour (vph) • Three mainline lanes in one direction – 4,250 vph • Four mainline lanes in one direction – 5,850 vph • Five mainline lanes in one direction – 7,450 vph

Warrant 6 (Mainline Right Lane and Ramp Volumes) Is the ramp volume plus the mainline right lane volume downstream of the gore during the peak period greater than 2,100 vph?

Warrant 7 (Signalized Intersection Platoon Warrant) Is the hourly volume entering from arterials, based on highest 30-second volume readings (during the critical peak period) projected to hourly values, greater than 1,100 vph?

Warrant 8 (Acceleration Length) Is the available acceleration length after the stop line longer than the required acceleration length, or can geometric improvements be made to provide the required length?

The available acceleration length is measured from the ramp meter stop line to the point where the right edge of the traveled way of the ramp is 12 feet from the right edge of the traveled way of the freeway. Available Acceleration Length

12' Available Acceleration Length Proposed Stop Line

For a single lane ramp meter, the required acceleration length value can be found in the AASHTO Green Book Exhibit 10-71 (shown below). The required acceleration value can be found using a design speed that is 10 mph below the posted speed limit and an initial speed of zero.

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Required Acceleration Length- One Lane Ramp Meter

Required Acceleration Length Design Speed = Posted Speed – 10 MPH Proposed Found using Exhibit 10-71 Initial Speed = 0 MPH Stop Line

For a two-lane ramp meter, the required acceleration length can be found by adding merge distance with acceleration length. The merge distance for a high-speed entrance ramp is 600 ft per ODOT Location & Design Manual Volume 1, Figure 505-1a. The acceleration length can be found in the AASHTO Green Book Exhibit 10-71 (shown above) by using a design speed that is 10 mph below the posted speed limit and an initial speed of 25 mph. The initial speed of 25 mph assumes the traffic has already accelerated 600ft and is not beginning from a stopped condition.

Required Acceleration Length-Two Lane Ramp Meter

Required Acceleration Length

Proposed 600' Merge Length Found using Exhibit 10-71 Stop Line Design Speed = Posted Speed – 10 MPH Initial Speed = 25MPH

Warrant 9 (Ramp Storage Length) Is the available or proposed ramp storage length greater than the required storage length on the ramp, or can geometric improvements be made to provide the required length?

The available storage length is measured from the ramp meter stop line to the nearest upstream intersection.

Required Storage length is calculated based on the hourly demand volume on the ramp, arrival rates, number of lanes on the ramp, discharge rate, and average vehicle length. The arrival and discharge rate are calculated based on a 140-second cycle length. Hourly discharge rate is 800 vph for a single-lane ramp meter and 1,600 vph for a dual or triple-lane ramp meter. These correspond to a “per 140-second cycle length” discharge rate of 31 and 62 vehicles. The basic premise of the methodology is that if the arrival rate is greater than the discharge rate, a queue

(July 17, 2020) October 23, 2002 13-23 1300 ITS Traffic Engineering Manual builds up. The following steps are used to calculate the required storage length at a candidate ramp meter location.

• Step 1. Obtain peak hour ramp demand volume. • Step 2. Calculate 140-second arrival rates (rounded up to the next integer) using a peak hour factor of 0.80. • Step 3. Determine the required number of lanes. If ramp peak hour volume is 240-800 vplph, then use a single lane ramp meter. If ramp peak hour volume is greater than 800 vplph use a two-lane ramp meter. • Step 4. Calculate excess vehicles per 140-second cycle length by subtracting the discharge rate (i.e., 31 for single lane and 62 for dual lane) from the arrival rate • Step 5. Calculate additional queue length by multiplying the excess vehicles by a vehicle spacing of 30 feet. If there are no excess vehicles, the minimum queue length is to be used. • Step 6. Calculate additional queue length per lane by dividing the calculated total queue length by the number of lanes. • Step 7. Calculate the required storage length per lane by adding 420 feet to the additional queue length by lane. 420 ft is the minimum queue length needed per lane to account for vehicle platoons arriving at the ramp meter. The calculated storage length is to be rounded up to a multiple of 30. Additional storage must be provided if there are significant number of trucks, buses, or RVs using the ramp.

Required Storage Length

420' Additional Minimum Proposed Queue Length Queue Length Stop Line

Required Storage Length

Below are some example calculations for required storage length.

Example 1. Calculate the required storage length for a ramp with projected peak hour volume of 1,790 vph.

Step 1: Peak hour demand volume is 1,790 vph. Step 2: The 140-second arrival rate is 1,790 x 140/3600/0.8, which equals to 88 vehicles per cycle. Step 3: The required number of lanes is two lanes because the demand volume exceeds the one lane capacity of 800 vph. Step 4: Excess vehicles per 140-second cycle is 88 minus 62, which equals 26. Step 5: The total queue length is 26 x 30, which equals 780 feet. Step 6: The additional queue length per lane is 780/2, which equals 390 feet. Step 7: Calculated required storage length per lane is 420 (minimum queue length to account for platoons) plus 390, which equals 810 feet.

Example 2. Calculate required storage length for a ramp with projected peak hour volume of 580 vph.

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Step 1: Peak hour demand volume is 580 vph Step 2: The 140-second arrival rate is 580 x 140/3600/0.8, which equals 29 vehicles per cycle. Step 3: The required number of lanes is one lane because the demand volume is less than the one lane capacity of 800 vph. Step 4: For one lane ramps, the 140-second discharge rate is 31 vehicles. Because the discharge rate is greater than arrival rate, a minimum of 420 feet of storage length is required.

Design Ramp Meter Analysis The design ramp meter warrant analysis is used to determine if a ramp meter can be implemented on a project in design. The warrants are based on future certified traffic projections and traffic modeling. The analysis will be done with three sets of traffic data. The first set will be the opening day traffic data, the second set will be projected traffic 5 years from the opening date, and third set will be projected traffic 10 years from the opening date. All three are to be analyzed to see when the ramp meter meets warrants. When a ramp meter is warranted at opening day or within 5 years, a full ramp meter built out is required with the project. When a ramp meter is warranted within 10 years, only the inground infrastructure and power service are to be installed with the project.

Start analyisis Start analyisis Start analyisis No Ramp Meter is with opening year with 5 year with 10 year to be installed projected data projected data projected data with the project

No No No Is Warrant 1 Satisfied? Is Warrant 1 Satisfied? Is Warrant 1 Satisfied? Warrant 1-Ramp Volume

Yes Yes Yes Warrant 4-Freeway Level of Service

Warrant 5-Mainline Volume No No No Is Warrant 4 Satisfied? Is Warrant 4 Satisfied? Is Warrant 4 Satisfied? Warrant 8-Acceleration Length

Warrant 9-Ramp Storage Length Yes Yes Yes

No No No ** If ramp geometry cannot be modified Is Warrants 5 Satisfied? Is Warrants 5 Satisfied? Is Warrants 5 Satisfied? to satisfy Warrants 8 & 9, the ramp meter is not to be installed

Yes Yes Yes

No No No Is Warrant 8 Satisfied? Is Warrant 8 Satisfied? Is Warrant 8 Satisfied?

Yes Yes Yes

No No No Is Warrant 9 Satisfied? Is Warrant 9 Satisfied? Is Warrant 9 Satisfied?

Adjust Ramp Adjust Ramp Adjust Ramp Yes Geometry to Yes Geometry to Yes Geometry to satisfy warrant.** satisfy warrant.** satisfy warrant.**

Ramp Meter is Warranted Opening Day Ramp Meter is Warranted within 5 years Ramp Meter is Warranted within 10 years Design full build out per standard Design full build out per standard Design power service, underground conduit, drawing (ITS-76.10) with activation upon drawing (ITS-76.10) with activation upon pullboxes, cabinet foundation, and support project completion project completion foundation for the ramp meter

Ramp Meter Retrofit Analysis The ramp meter retrofit warrant analysis is used to determine if a ramp in operation can be metered with little to no modifications. The traffic count and speed data used in the analysis shall be a maximum of 3 years old to the date of the analysis.

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Start Not Warranted

No Is Warrant 1 Satisfied? Warrant 1-Ramp Volume

Warrant 2-Crashes Yes Warrant 3-Mainline Speed No Are Warrants 2, 3, or 4 Warrant 4-Freeway Level of Service Satisfied? Warrant 5-Mainline Volume Yes Warrant 6-Mainline Right Lane and Ramp Volumes Are Warrants 5, 6, or 7 No Satisfied? Warrant 7-Signalized Intersection Platoon Warrant

Yes Warrant 8-Acceleration Length

Warrant 9-Ramp Storage Length No Is Warrant 8 Satisfied?

Yes

ODOT Traffic Operations No Consultation Required. Is Warrant 9 Satisfied? Ramp Meter may be Warranted

Yes

Ramp Meter is Warranted

1303-12 Traffic Incident Management

Traffic incident management is addressed in Chapter 608.

1303-13 Variable Speed Limits

ORC Section 4511.21(H)(3) allows the Director to establish a Variable Speed Limit that is different from the established speed limit for weather conditions, traffic incidents and congestion that occur on all or portions of I-670, I-275 and I-90 (at the intersection with I-71 and continuing to the Ohio-Pennsylvania border).

Contact ODOT Traffic Operations for additional information.

1303-14 Hard Shoulder Running

Contact ODOT Traffic Operations for information regarding Hard Shoulder Running. 13-26 October 23, 2002 Revised January 15, 2021 1300 ITS Traffic Engineering Manual

1340 Design Information

1340-1 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 1340-2). 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 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.

1340-2 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 emailing [email protected]. c. Temporary plan for communications infrastructure during construction. d. Project overview map (similar to Figure 1398-5), 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 1398-2, 1398-3, 1398-5 and 1398- 5, 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.

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13-28 October 23, 2002 (July 17, 2020) 1300 ITS Traffic Engineering Manual

1342 PLAN NOTES

1342-1 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.

1342-2 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 1397-4 for additional information.

1342-3 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 1397-5a, 1397-5b or 1397-6 for additional information.

1342-4 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 1397-7 for additional information.

1342-5 RESERVED FOR FUTURE USE

1342-6 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 1397-9 for additional information.

1342-7 Item 625E25740: Conduit, Multicell, 4”, 725.20 Item 625E25740: Conduit, Multicell, 4”, 725.20, Jacked or Drilled

Description This conduit is intended for the use in underground or encased inside concrete barrier wall situations requiring more than one single conduit. This includes the main conduit raceway along the freeway, connection from pull boxes to the roadside cabinets and for runs of conduit for multiple purposes, e.g., at ramp

Revised January 15, 2021 October 23, 2002 13-29 1300 ITS Traffic Engineering Manual

meter installations, for loop lead-in cable, signals cable for ramp meter displays, signal cable 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 conduit shall adhere to 725.20 and be polyvinyl chloride (PVC) schedule 40 or 80, high density polyethylene (HDPE), or approved equivalent. The innerducts shall be a minimum of 1.10 inch inside diameter. The outer duct shall be nominal 4 inch inside diameter and maximum outside diameter of 4.8 inch,

Where couplings are needed, 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. For multi-cell duct installed in median walls, all ropes and plugs shall be installed prior to any concrete placement. Installation For PVC conduits, installation will be in 30-inch deep trench, except as noted on the plans. PVC conduits shall not be installed inside concrete barrier wall. All PVC multi-cell conduit installed outside of the roadway in trench shall be Schedule 40 unless directed by the project engineer.

For installations under roadways, 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 PVC multi-cell conduit installed under the roadway shall be Schedule 80.

For HDPE conduits, installation will be in 30-inch deep trench, drilled or plowed to a minimum of 30” deep, encased inside concrete barrier wall, or as noted on the plans. The HDPE conduit shall be installed in continuous lengths without joints or couplings between pull boxes or junction boxes.

Installation within 6 feet of guardrail will be at least 30 inches deep trench and encased in concrete.

When entering a pull box, conduit shall be brought in 3 inches minimum and a maximum of 6 inches from the edge of the pull box wall knockout. 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. Basis of payment The payment for these items will be made for the accepted liner foot quantities at the contract bid price.

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1342-8 Item 625E25740: Conduit, Multicell, 4”, 725.20B, HDPE Item 625E25740: Conduit, Multicell, 4", 725.20B, HDPE, Jacked or Drilled

Description

This conduit is intended for the use in underground or encased 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 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 (4) innerducts assembled within a protective outer duct high density polyethylene or approved equivalent. The innerducts shall be a minimum 1.10 inch inside diameter. The outer duct shall be nominal 4 inch inside diameter and a maximum outside diameter of 4.8 inch.

The HDPE conduit shall be coilable on reels.

Where innerduct(s) within a multi-cell duct are to remain empty, one 1/4" 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.

Installation

Installation will be in 30" deep trench, drilled or plowed to a minimum of 30” deep, encased inside concrete barrier wall or as noted on the plans.

The HDPE conduit shall be installed in continuous lengths without joints or couplings between pull boxes or junction boxes.

When entering a pull box, conduit shall be brought in 3 inches minimum and a maximum of 6 inches from the edge of the pull box and knockout.

Method of measurement

The conduit will be measured by the amount of conduit in feet furnished and installed, measured from center-to center of pull boxes, foundation, etc., and will include all fitting and appurtenances, joints, bends, grounds, and concrete encasement where specified.

Basis of payment

The payment for these items will be made for the accepted liner foot quantities at the contract bid price.

1342-9 Tracer Wire

The Contractor shall furnish and install this item according to ODOT Supplemental Specifications 804/904.

1342-10 Fiber Optic Cable Marker

The Contractor shall furnish and install this item according to ODOT Supplemental Specifications 804/904. Revised January 15, 2021 October 23, 2002 13-31 1300 ITS Traffic Engineering Manual

1342-11 DMS & DDMS Support Structures

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.

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 1397-5 and Table 1397-6 for additional information.

1342-12 Item 625E29931 Median Junction Box, As Per Plan

The Contractor shall supply the median barrier junction pull boxes that meet 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. (non- shrink grout may be used when necessary).

1342-13 Utilities

Designer Note: Include ODOT, Office of Technical Services, Traffic Monitoring section as a utility owner anytime there is or any excavation work within the vicinity of our permanent count stations, also known as ATR’s and WIM’s. Please utilize Utility Note G102A1; below is our contact info:

Traffic Monitoring Section ODOT, 1980 West Broad Street, Columbus, Ohio 43223 Ed Newmeyer (District 2, 3, 12) 614-204-0914 Daren Dalton (District 5, 6, 9, 10) 614-204-0291 or 614-275-1382 Dan Diddle (District 4, 11) 614-560-9541 Bryan Stanifer (District 1, 7, 8) 614-204-0971 Sandra Mapel (Field Operations) 614-644-0391

1342-14 Protection of Traffic Monitoring Equipment

Prior to beginning any pavement activities or any excavation activities between _[insert station or log points]_ and _[insert station or log point]_ the contractor, the project engineer, and a representative from the owner will coordinate a time for the owner/maintaining agency to disconnect the equipment. Following the disconnection by the owner, the contractor will be allowed to perform their pavement activities, including pavement removal. The remove loops and sensors become the property of the contractor.

(Add the following portion for projects that also include excavation activities)

During the meeting, the owner/maintaining agency will identify equipment locations. Do not disturb pull boxes, controllers, cabinets, poles and conduits. Any damage will be the responsibility of the contraction and repairs must be accepted by the owner.

Designer Note: For use on resurfacing, minor rehabilitation, and bridge projects within 300 feet of a permanent traffic count station.

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Projects of special concern – Those that involve a concrete median installation - either as part of a widening that converts the grass median to concrete or a project that replaces the existing concrete median. We need to include specific details for including a median pull box, and occasionally conduits to allow us to reinstall loops and detectors following the construction of roadway and median work. In general, we handle reinstallation of our specialized equipment via a separate contract with certified material contractors including warranty clauses. Sometimes we request certain underground work be included with major pavement rehabs and median changes as part of a pavement project.

Early project coordination is key – please contact Sandra Mapel (614-644-0291, [email protected]) for site specific details and needs.

1342-15 Maintaining ITS During Construction

The Contractor shall maintain all preexisting or newly installed permanent ITS/Traffic devices and infrastructure during construction according to ODOT Supplemental Specification 809.

Designer Note: This lump sum pay item and note requires the contractor to maintain all permanent devices and communication which are existing or newly installed on the project, as well as setup any temporary communications needed, and perform utility locates for ITS/Traffic devices during construction. The plan note may be used without the pay item if the project involves little to no work for maintaining ITS/Traffic devices or infrastructure. The lump sum pay item may be used when the designer thinks it’s needed to compensate the contractor for their efforts, such as when a project has a reasonable amount of ITS/Traffic devices or infrastructure within its project limits which could potentially be impacted, or it’s known the contractor will have considerable work or effort in order to maintain ITS/Traffic devices or infrastructure.

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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.

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1395 REFERENCE RESOURCES

1395-1 General

Various other reference resources that may be useful have been noted in Chapters 193 and 194.

1395-2 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.

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1396 FORMS INDEX

The following forms are available only on the Office of Traffic Operations (OTO) website.

1396-1 ITS Form

As noted in Subsection 1301-3.2, Form 1396-1 may be used and modified as necessary for completing the Systems Engineering Analysis.

1396-2 ITS Form for Emergency Vehicle Preemption (EVP)

As noted in Subsection 1301-3.2, Form 1396-2 is an abbreviated Minor ITS Form available for use in documenting the SEA for Emergency Vehicle Preemption projects

1396-3 Systems Engineering Review Form (SERF)

As noted in Subsection 1301-3.1, Form 1396-3 may be used for a project to gain programmatic approval of meeting the requirements set forth under 23 CFR 940.

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1397 TABLES INDEX

1397-1 Exempt, Low-Risk and High-Risk ITS Projects

As noted in Subsection 1301-1.2, Table 1397-1 presents examples of Exempt, Low-Risk or High-Risk ITS projects.

1397-2 ITS User Services

Table 1397-2 presents a list of all the ITS User Services available.

1397-3 Regional ITS Architecture in Ohio

As noted in Subsections 1301-2.2, 1301-2.4, and Table 1397-3 presents a list of the locations with MPO’s in Ohio, and the MPO websites.

1397-4 Closed Circuit Television (CCTV) Installations

As noted in Section 1303-3, Table 1397-4 provides a matrix outlining the process and references needed in designing CCTV pole installations.

1397-5 Dynamic Message Sign (DMS) Installations

As noted in Section 1303-5, Table 1397-5 provides a matrix of information needed in designing DMS installations.

1397-6 Destination Dynamic Message Sign (DDMS) Installations

As noted in Section 1303-5, Table 1397-6 provides a matrix of information needed in designing DDMS installations.

1397-7 Vehicle Detection Installations

As noted in Section 1303-6, Table 1397-7 provides a matrix of information needed in designing vehicle detection installations.

1397-8 RESERVED FOR FUTURE USE

1397-9 Ramp Metering Installations

As noted in Section 1303-10 Table 1397-9 provides a matrix of information needed in designing ramp metering installations.

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13-40 October 23, 2002 (January 17, 2020) 1300 ITS Traffic Engineering Manual

Table 1397-1. Exempt, Low-Risk and High-Risk ITS Projects (Also see TEM Section 1301-1.2.)

• 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, CCTV, RWIS, etc.), software, locations or intersections to an existing system. The new equipment and software must be compatible with the existing. Exempt • 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. Low-Risk • 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. High-Risk • 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.

(January 17, 2020) October 23, 2002 13-41 1300 ITS Traffic Engineering Manual

Table 1397-2. ITS User Services

To find detailed information relating to each of the User Services below, visit http://www.iteris.com/itsarch/ 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

Electronic Payment 3.1 Electronic Payment Services

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

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Table 1397-2. 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

Information Management 7.1 Archived Data

Maintenance and Construction Management 8.1 Maintenance And Construction Operations

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Table 1397-3. Regional ITS Architecture in Ohio (Also see TEM Section 1301-2.)

Akron/Canton Regional ITS Architecture: https://noaca-its.aecomonline.net/

MPO: AMATS (Akron Metropolitan Area Transportation Study) MPO Website: http://amatsplanning.org/

MPO: SCATS (Stark County Area Transportation Study) MPO Website: https://www.starkcountyohio.gov/transportation

Cincinnati/Northern Kentucky Regional ITS Architecture: http://www.consystec.com/oki/web/_regionhome.htm

MPO: OKI (Ohio-Kentucky-Indiana Regional Council of Governments) MPO Website: www.oki.org

Cleveland Regional ITS Architecture: http://www.consystec.com/ohio/noaca/web/index.htm

MPO: NOACA (Northeast Ohio Areawide Coordinating Agency) MPO Website: www.noaca.org

Columbus Regional ITS Architecture: http://www.morpc.org/program-service/intelligent-transportation- systems/

MPO: MORPC (Mid Ohio Regional Planning Commission) MPO Website: www.morpc.org

Dayton/Springfield Regional ITS Architecture: https://www.mvrpc.org/transportation/intelligent-transportation- systems-its/miami-valley-regional-its-architecture

MPO: MVRPC (Miami Valley Regional Planning Commission) MPO Website: www.mvrpc.org

MPO: CCSTCC (Clark County-Springfield Transportation Coordinating Committee) MPO Website: www.clarktcc.com

Toledo Regional ITS Architecture: http://www.consystec.com/ohio/toledo/web/index.htm

MPO: TMACOG (Toledo Metropolitan Area Council of Governments) MPO Website: www.tmacog.org

Youngstown Regional ITS Architecture: http://www.consystec.com/ohio/eastgate/index.htm

MPO: Eastgate (Eastgate Regional Council of Governments) MPO Website: www.eastgatecog.org

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Table 1397-4. CCTV Installations (Also see TEM Section 1303-3.)

Prior Related Item Traffic Approval Item Description Supplemental Master SCD No. Task Needed Specification

CCTV IP-Camera 809.05.A 809E60000 Choose System, Dome-Type CCTV CCTV IP-Camera Camera * System, Type HD, 809.05.B 809E60010 Wall/Tunnel If dome type camera is to be mounted on pole, choose pole height. CCTV Concrete Pole * with Lowering Unit, 50 809 809E61010 ITS-12.10 Choose Pole FT Height CCTV Concrete Pole with Lowering Unit, 70 809.06.A 809E61000 ITS-12.10 FT ITS-11.10 * *Pole Mount 809.09.B 809E65010 Choose ITS-11.11 Cabinet Type ITS-10.10 Ground Mount 809.09.A 809E65000 ITS-10.11 Choose Controller Work Pad, As ITS-10.10 633E67200 Work Pad Per Plan ITS-10.11

Choose Ground Rod, As Per Plan 625E32001 ITS-50.10 Grounding

Choose Underground 809 625E34000 ITS-15.10 Power Service Aerial 809 625E34000 ITS-15.11 Use if ITS Cabinet-Power directed by Distribution Cabinet 809E65020 ODOT * (PDC)

* Approval must be obtained from Office of Traffic Operations (OTO)

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Table 1397-5a. Full-Size Walk-In Dynamic Message Sign (DMS) Installations (Also see TEM Section 1303-5.)

Prior Related Item Traffic Approval Item Description Supplemental Master SCD No. Task Needed Specification Choose * DMS- Full-Size Walk-In 809.07.A 809E63000 DMS Type Overhead Sign Support, DMS Pedestal, As Per 630E70045 ITS-30.13 Plan Overhead Sign Support, * DMS Truss, 80’, As Per 630E70001 ITS-35.13 Choose Plan Mount Type Overhead Sign Support, * DMS Truss, 115’, As 630E70021 ITS-35.14 Per Plan Overhead Sign Support, * DMS Truss, 150’, As 630E70041 ITS-35.14 Per Plan Concrete Barrier Median Overhead * Sign Support 630E70070 Foundation, DMS ITS-36.12 Truss Choose Foundation Overhead Sign Support Foundation, 630E70082 ITS-30.12 DMS Pedestal

Overhead Sign Support * 630E70080 ITS-35.12 Foundation, DMS Truss

Catwalk, DMS Truss, * 630E70051 ITS-35.11 Choose As Per Plan Catwalk Catwalk, DMS Pedestal, 630E70061 ITS-30.11 As Per Plan

Choose * *Pole Mount 809.09.B 809E65010 Cabinet Type Ground Mount 809.09.A 809E65000

Choose Controller Work Pad, As 633E67200 ITS-30.14 Work Pad Per Plan Choose Ground Rod, As Per 625E32001 ITS-50.10 Grounding Plan

Choose Underground 809.02 625E34000 ITS-15.10 Power Service Aerial 809.02 625E34000 ITS-15.11

Use if ITS Cabinet-Power directed by * Distribution Cabinet 809E65020 ODOT (PDC)

* Approval must be obtained from Office of Traffic Operations (OTO)

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Table 1397-5b. Front Access Dynamic Message Sign (DMS) Installations (Also see TEM Section 1303-5.)

Prior Related Item Traffic Approval Item Description Supplemental Master SCD No. Task Needed Specification Choose DMS- Front-Access 809.07.B 809E63001 DMS Type * Ground Mounted Choose Structural Beam TC-41.10 Beam Support, W-??x?? Choose Breakaway Structural Beam 630E09000 TC-41.10 Beam Connection Connection Ground Mounted Choose Structural Beam 630E84500 TC-41.10 Foundation Support Foundation

Choose * *Pole Mount 809.09.B 809E65010 Cabinet Type Ground Mount 809.09.A 809E65000

Choose Controller Work Pad, As Contact 633E67200 Work Pad Per Plan OTO Choose Ground Rod, As Per 625E32001 ITS-50.10 Grounding Plan

Choose Underground 809.02 625E34000 ITS-15.10 Power Service Aerial 809.02 625E34000 ITS-15.11

Use if ITS Cabinet-Power directed by * Distribution Cabinet 809E65020 (PDC) ODOT * Approval must be obtained from Office of Traffic Operations (OTO)

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Table 1397-6. Destination Dynamic Message Sign (DDMS) Installations (Also see TEM Section 1303-5.)

Prior Related Item Traffic Approval Item Description Supplemental Master SCD No. Task Needed Specification DDMS, Freeway-Two- * 809E63020 ITS-40.10 Line DDMS, Freeway-Three- ITS-40.10 * 809E63030 Choose Line DDMS Type * DDMS, Arterial-Two-Line 809E63040 ITS-40.10 DDMS Arterial-Three- ITS-40.10 * 809E63050 Line Define Sign Sign, Ground Mounted 630E80201 Size Extrusheet, As Per Plan Define Sign Sign Erected, 630E81201 Mounting Extrusheet, As Per Plan Ground Mounted Choose Structural Beam Support, TC-41.10 Beam W-??x?? Choose Breakaway Structural Beam 630E09000 TC-41.10 Beam Connection Connection Ground Mounted Choose Structural Beam Support 630E84500 TC-41.10 Foundation Foundation Choose Controller Work Pad, As Contact 633E67200 Work Pad Per Plan OTO Choose * *Pole Mount 809.09.B 809E65010 Cabinet Type Ground Mount 809.09.A 809E65000 Choose Ground Rod, As Per Plan 625E32001 ITS-50.10 Grounding ITS-15.10 Choose Underground 809.02 625E34000 Power ITS-50.11 Service Aerial 809.02 625E34000 ITS-15.11 Use if ITS Cabinet-Power directed by Distribution Cabinet 809E65020 * (PDC) ODOT * Approval must be obtained from Office of Traffic Operations (OTO)

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Table 1397-7. Vehicle Detection (SFRD) Installations (Also see TEM Section 1303-6.)

Prior Related Item Traffic Approval Item Description Supplemental Master SCD No. Tasks Needed Specification Choose * Side-Fired Radar Vehicle 809E68900 ITS-60.10 Detector Detection Type Choose Light Light Pole, Pole (if Conventional, Each As 625E10491 HL-10.13 needed) Per Plan Choose Ground Rod, As Per 625E32001 ITS-50.10 Grounding Plan Choose Light Pole Foundation, 625E14501 HL-20.11 Foundation As Per Plan

Choose * *Pole Mount 809.09.B 809E65010 Cabinet Type Ground Mount 809.09.A 809E65000

Choose Power Underground 809.02 625E34000 ITS-15.10 Service Aerial 809.02 625E34000 ITS-15.11 ITS Cabinet-Power Use if directed Distribution Cabinet 809E65020 by ODOT * (PDC)

* Approval must be obtained from Office of Traffic Operations (OTO)

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Table 1397-8. Reserved for Future Use

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Table 1397-9. Ramp Metering Installations (Also see TEM Section 1303-10.)

Prior Related Item Traffic Approval Item Description Supplemental Master SCD No.

Tasks Needed Specification Choose Ramp Ramp Metering * 809.11.A 809E67000 ITS-76.10 Meter System # Choose Ramp Metering 809.11.B 809E67050 Training * Training Choose ITS Cabinet Ramp 809.09.D 809E65030 Cabinet Type * Meter Choose Ground Rod, As Per 625E32001 Grounding Plan

Underground 809.02 625E34000 Choose Power ITS-15.10 Service Aerial 809.02 625E34000 ITS-15.11 ITS Cabinet-Power Use if directed Distribution Cabinet 809.09.C 809E65020 by ODOT * (PDC) * Approval must be obtained from Office of Traffic Operations (OTO) # Alternatively, typical Traffic Signal Pay items may be used.

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1398 FIGURES INDEX

1398-1 Project Development Process (PDP)

As noted in Section 1301-3.1, Figure 1398-1 is a graphical representation of the Project Development Process (PDP).

1398-2 Fiber Optics Termination Diagram (Node Cabinet Assembly)

As noted in Section 1303-4, Figure 1398-2 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.

1398-3 Fiber Optics Termination Diagram (Underground Splice Enclosure)

As noted in Section 1303-4, Figure 1398-3 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.

1398-4 Fiber Optics Termination Diagram (Fiber Backbone Splice Chart)

As noted in Section 1303-4, Figure 1398-4 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.

1398-5 ITS Device Communication Diagram

As noted in Section 1303-4, Figure 1398-5 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.

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Figure 1398-1. Project Development Process (PDP) (Also see TEM Section 1301-3.1.)

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Figure 1398-2. Fiber Optics Termination Diagram (Node Cabinet Assembly) (Also see TEM Section 1303-4.)

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Figure 1398-3. Fiber Optics Termination Diagram (Underground Splice Enclosure) (Also see TEM Section 1303-4.)

(January 17, 2020) October 23, 2002 13-55 1300 ITS Traffic Engineering Manual

Figure 1398-4. Fiber Optics Termination Diagram (Fiber Backbone Splice Chart) (Also see TEM Section 1303-4.)

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Figure 1398-5. ITS Device Communication Diagram (Courtesy of HNTB, Ohio) (Also see TEM Section 1303-4.)

(January 17, 2020) October 23, 2002 13-57 1300 ITS Traffic Engineering Manual

Figure 1398-5. ITS Device Communication Diagram (continued)

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TABLE OF CONTENTS Part 14 - MISCELLANEOUS

1400 GENERAL ...... 14-3

1415 RUMBLE STRIPS (INCLUDING STRIPES) IN THE ROADWAY ... 14-4 1415-1 General ...... 14-4 1415-2 Transverse Rumble Strips ...... 14-4 1415-2.1 General ...... 14-4 1415-2.2 Intersections ...... 14-5 1415-2.3 Grade Crossings ...... 14-5 1415-2.4 Freeways and Expressways ...... 14-5 1415-2.5 Other Applications ...... 14-5 1415-3 Rumble Stripes ...... 14-6 1415-3.1 General ...... 14-6 1415-3.2 Candidate Locations ...... 14-6 1415-3.3 Type Selection Criteria ...... 14-6 1415-3.4 Pavement Marking Materials...... 14-7 1415-3.5 Installation...... 14-7 1415-3.6 Use on Bridges ...... 14-7 1415-3.7 Center Line Joint Requirements ...... 14-7 1415-4 Rumble Strips in Temporary Traffic Control Zones ...... 14-7

1416 OTHER DEVICES ...... 14-9 1416-1 Driveway Mirrors ...... 14-9

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Part 14 – MISCELLANEOUS

1400 GENERAL

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.

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1415 RUMBLE STRIPS (INCLUDING STRIPES) IN THE ROADWAY

1415-1 General

As defined in OMUTCD Section 1A.13 a 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. 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.

The term “rumble stripes” refers to rumble strips that are in-line with longitudinal pavement markings (edge line or center line) (see Section 1415-3). Additional information on rumble strips and stripes in the roadway may be found in TEM Section 605-17 and Chapter 805, Traffic SCD TC-64.10, and OMUTCD Section 6F.87.

1415-2 Transverse Rumble Strips

1415-2.1 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. A transverse rumble strip installation is typically made up of three evenly spaced pads of rumble strips. Each pad consists of fifteen parallel 4- inch grooves cut at 1-foot intervals and extend nearly across the full width of the lane of travel.

Each groove should be cut perpendicular to the direction of travel. Begin each cut at a location that provides a clear distance of 6 inches between the right edge of the solid yellow line and the edge of the rumble. When there is greater than 2.5 feet of paved shoulder, stop the cut 18 inches short of edge of traveled way. 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, stop the cut to provide a total clear path for the bicyclists (including any existing shoulder) of 4 feet. See SCD BP-9.2 for spacing requirements and other details.

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.

Transverse rumble strips are not recommended when the pavement or pavement overlay is less that 1.75 inches in depth.

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1415-2.2 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.

1415-2.3 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.

1415-2.4 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-the- road 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.

1415-2.5 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

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commercial driveways with inadequate stopping distance because of horizontal or vertical alignment.

1415-3 Rumble Stripes

1415-3.1 General

Rumble stripes are milled longitudinal rumble strips supplemented by the related longitudinal pavement markings. The markings are often applied in the same location such that the pavement marking material conforms to the grooved contours of the milled rumble strip. 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 line. Rumble stripes offer a relatively low-cost, low-maintenance countermeasure to reduce head-on, side-swipe or run-off-the-road crashes. Rumble stripes define the roadway limits with the corresponding audio and vibratory impacts which result when a vehicle’s tires pass over the rumble strips. Additional detail design information is available in SCD TC-64.10, Rumble Stripes. Lane line rumble stripes shall be not installed unless approved by the Office of Roadway Engineering.

1415-3.2 Candidate Locations

Installation of rumble stripes will be included in ODOT resurfacing, reconstruction or new alignment projects for all ODOT maintained 2 lane undivided roadways based upon the following:

1. Posted speed limit greater than 45 mph.

2. Edge line rumble stripes require a shoulder width 2 feet or greater.

3. A minimum of 1” of new asphalt material is constructed.

4. Rumble stripes should 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.

5. Edge line rumble stripes should not be considered on any roadway or roadway section which has been designated by ODOT as a bike route and has a paved shoulder width of less than 4 feet unless an existing run-off-the-road crash problem exists.

6. Rumble stripes will be reinstalled on double microsurfacing installations.

1415-3.3 Type Selection Criteria

The determination to use edge line versus center line rumble stripes should consider the following pavement width (paved lanes and paved shoulders):

1. Total Pavement Width 29’ or Greater – Install both edge line and center line rumble stripes.

2. Total Pavement Width of 26’ to 29’ – Install center line rumble stripes. If there is a need to address a noted crash pattern favoring the right side of the road, edge line rumble stripes may also be considered for installation along with the center line rumble stripes. The determination for including edge line rumble stripes should be based on engineering judgement considering that the inside of curves, the presence of bike routes, high driveway density and Amish vehicles are generally not conducive for installation of edge line rumble stripes.

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3. Total Pavement Width Less than 26’ – No rumble stripes should be installed unless there is a documented crash experience where either edge line or center line rumble stripes could be an effective safety countermeasure. Install edge or center rumble stripes as required to address the specific noted crash pattern.

Engineering judgment should be used in determining whether to place rumble stripes along roadway sections of variable width or relatively short multilane sections (such as through interchanges) with consideration given to the presence of rumble stripes on adjacent sections.

1415-3.4 Pavement Marking Materials

Due to installation and durability issues, preformed pavement markings (Item 645) and heat- fused preformed thermoplastic (Item 647) shall not be used for rumble stripes.

1415-3.5 Installation

Except when interrupted as described below, center line rumble stripes shall be continuous and edge line rumble strips shall be installed in a 60-foot cycle (48’ rumble stripe – 12’ gap) to allow crossing of edge line by bicyclists. The milled portion of the rumble stripe shall be interrupted for raised pavement markers, intersecting roads or major driveways, and transverse markings (e.g., crosswalk lines, stop lines, yield lines, etc.) as detailed in SCD TC-64-10, Rumble Stripes.

Since rumble stripes extend through the pavement markings, the markings should be reapplied following cutting of the rumble strip.

Striping operations should move at no more than 8 miles per hour to ensure coating of both sides of the cut rumble profile.

1415-3.6 Use on Bridges

Rumble stripes should normally not be installed on bridges. Rumble stripes may be placed on a bridge if the alignment of the bridge or a specific crash pattern justify their use.

1415-3.7 Center Line Joint Requirements

Performance of longitudinal joints with center line rumble stripes have varied widely depending on the density achieved during construction. To ensure performance of cold longitudinal joints with center line rumble stripes surface courses (mill and fill or overlay) should be placed in accordance with Supplemental Specification 874 - Longitudinal Joint Preparation.

1415-4 Rumble Strips in Temporary Traffic Control Zones

For information on the use of rumble strips for Temporary Traffic Control, see TEM Section 605- 17 and SCD MT-97.20.

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1416 OTHER DEVICES

1416-1 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.

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14-10 October 23, 2002 (October 18, 2019) 1500 APPENDIX Traffic Engineering Manual

TABLE OF CONTENTS Part 15 - APPENDIX

1500 GENERAL ...... 15-3

1501 DEFINITIONS ...... 15-3 1501-1 General ...... 15-3 1501-2 Acronyms and Abbreviations ...... 15-3 1501-3 Words and Phrases ...... 15-7

1505 FREQUENTLY ASKED QUESTIONS (FAQs) ...... 15-35 1505-1 General ...... 15-35 1505-2 What Are the Requirements for a Multi-way Stop Installation? ...... 15-35 1505-3 How Do I Get a Traffic Signal Installed? ...... 15-35

1599 OTHER POLICIES AND STANDARD PROCEDURES...... 15-37

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Part 15 - APPENDIX

1500 GENERAL

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.

1501 DEFINITIONS

1501-1 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 194-6 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.

1501-2 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.

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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 1501-3 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.

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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 1501-3 and the L&D Manual Volume 1, for additional information.

L.C.L. – Light Center Length. See Section 1501-3 for additional information.

LEO – Law Enforcement Officer.

LPA – Local Public Agency.

LTAP – Local Technical Assistance Program. See Section 1501-3 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 193-10.

NCUTCD – National Committee on Uniform Traffic Control Devices. See Section 1501-3 for additional information.

NEMA – National Electrical Manufacturers Association. See Section 1501-3 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, 2002 15-5 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 1501-3 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 1501-3 for additional information.

RAM – Random Access Memory. See Section 1501-3 for additional information.

REA – Rural Electrification Administration

ROM – Read Only Memory. See Section 1501-3 for additional information.

RPM – . See Section 1501-3 for additional information.

SCD – Standard Construction Drawing. See Section 1501-3 for additional information.

SDMM – Sign Designs and Markings Manual. The Standard Sign Design Manual is described in Section 295-2.

SHS – Standard Highway Signs and Markings book. This manual, published by FHWA, is described in Section 193-14.

SOP – Standard Operating Procedure.

SSPC – Steel Structures Painting Council.

SLD – Straight Line Distance. See Section 1501-3 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.

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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 1501-3 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.

1501-3 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 4511.01), 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

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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 4511.01 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. 15-8 October 23, 2002 Revised July 17, 2015 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, 2002 15-9 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 run- out 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 15-10 October 23, 2002 Revised July 17, 2015 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, 2002 15-11 1500 APPENDIX Traffic Engineering Manual

may be determined by the public authority having jurisdiction over such highway, street or roadway (ORC 4511.01 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. 15-12 October 23, 2002 Revised July 17, 2015 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 30th 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, 2002 15-13 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. 15-14 October 23, 2002 Revised July 17, 2015 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 right- of-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 4511.01(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, 2002 15-15 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-of- way 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 4511.01(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 15-16 October 23, 2002 Revised July 17, 2015 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, 2002 15-17 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 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).

15-18 October 23, 2002 Revised July 17, 2015 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 4511.21.

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, 2002 15-19 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 15-20 October 23, 2002 Revised July 17, 2015 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 non- actuated 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, 2002 15-21 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. 15-22 October 23, 2002 Revised July 17, 2015 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 time- reference 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, 2002 15-23 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 right- of-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.

15-24 October 23, 2002 Revised July 17, 2015 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, 2002 15-25 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.

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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 4511.01(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, 2002 15-27 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 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-of- way 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 4511.01(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.

15-28 October 23, 2002 Revised July 17, 2015 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, 2002 15-29 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 207-2 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 4511.21 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). 15-30 October 23, 2002 Revised July 17, 2015 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, 2002 15-31 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 5501:2-8-01 to 5501:2-8-10 of the Ohio Administrative Code. Also see TEM Section 207- 15-32 October 23, 2002 Revised July 17, 2015 1500 APPENDIX Traffic Engineering Manual

3 and Table 297-16.

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, 2002 15-33 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-of- waiting 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.

15-34 October 23, 2002 Revised July 17, 2015 1500 APPENDIX Traffic Engineering Manual

1505 FREQUENTLY ASKED QUESTIONS (FAQs)

1505-1 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.

1505-2 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

1505-3 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, 2002 15-35 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.

15-36 October 23, 2002 (July 17, 2015) 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 1599.

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 Construction 16-004(P) Development of Standards and Specifications Management, Policy Engineering, Effective: June 2, 2012 Planning 20-005(P) Policy on Changes to the State Highway System Division of Planning and Use of the Director’s Journal Entry Effective: April 17, 2015 21-003(P) Curb Ramps Required in Resurfacing Plans Roadway Effective: April 17, 2015 Engineering 21-008(P) Traffic Management in Work Zones Engineering Effective: April 17, 2015 27-014(P) New Product Development Construction Effective: April 17, 2015 Management

Standard Procedures 122-004(SP) Development of Standards and Specifications Construction Effective: June 1, 2012 Management, Engineering, Planning 123-001(SP) Traffic Management in Work Zones Roadway Effective: November 2, 2015 Engineering 515-001(SP) New Product Development Division of Effective: September 12, 2005 Construction Management

Revised July 15, 2016 October 23, 2002 15-37 1500 APPENDIX Traffic Engineering Manual

Intentionally blank.

15-38 October 23, 2002 (July 15, 2016) Approved: Policy No. 16-004(P) Effective: June 1, 2012

Responsible Division: Construction ______Management, Engineering, Planning Jerry Wray Supersedes Policy dated September 18, 2002 Director

DEVELOPMENT OF STANDARDS AND SPECIFICATIONS

POLICY

POLICY STATEMENT:

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 5501.02, 5501.03 and 5501.31.

Code of Federal Regulations 23 CFR 625

REFERENCES:

Standard Procedure 122-004(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; 122-004(SP) dated September 18, 2002 and 510-005(SP) dated December 1, 2004, and the Administrative Ruling for Specification Committee Supplemental Instructions dated December 9, 2005. 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.

Policy 16-0004 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

Policy 16-0004 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. Intentionally blank Approved: Policy 20-005(P) Effective Date: 4/17/2015 Responsible Division: Planning ______Jerry Wray Director

POLICY ON CHANGES TO THE STATE HIGHWAY SYSTEM AND USE OF THE DIRECTOR’S JOURNAL ENTRY

POLICY STATEMENT:

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 5501.45, 5511.01, 5511.02, 5511.07, 5523.02, 5529.01, 5535.07, and 5553.041.

REFERENCES:

ODOT Project Development Process Manual Real Estate Manual, Section 7400 - Property Disposal Real Estate Manual, Section 8100 - 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

Policy No 20-005(P) Page 2 of 2

BACKGROUND AND PURPOSE:

Section 5501.31 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.

Approved: Policy No.: 21-003(P) Effective: 4/17/2015 Responsible Office: Roadway Engineering Supersedes Policy 519-002(P) Dated 1/7/2011 ______Jerry Wray Director

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

Policy 21-003(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 § 35.151(c) and (e) (curb ramps); ADAAG 4.3-4.5 (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. Policy 21-003(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. 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.

IV. 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. Policy 21-003(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 220-001(P), Quality Assurance Review Policy.

Approved: Policy No. 27-014(P) Effective: 4/17/2015 Responsible Division: Construction Management Supersedes Policy: 27-014(P) Dated: 9/12/2005 ______Jerry Wray Director

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 5501.03

REFERENCES:

Standard Procedure 122-04(SP), Development of Standards and Specifications Policy 27-005(P), Construction and Material Specification Development Standard Procedure 510-005(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 122-04(SP) Construction and Material Specification Development.

BACKGROUND AND PURPOSE:

The procedure for new product development was formerly under Standard Procedure 510002(SP) dated 3/1/03. This Standard Procedure was changed to 510-005(SP), effective 12/1/04, and no longer makes reference to new product development. This policy establishes a process for development of new products. Policy Number: 27-014(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.

Approved: Standard Procedure - 122-004(SP) Effective: June 1, 2012 Responsible Office: Construction ______Management, Engineering, Planning Megan O'Callaghan, P.E. Supersedes Standard Procedure 122-004(SP) Deputy Director of Construction dated September 18, 2002 and 510-005(SP) Management 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 5501.02, 5501.03 and 5501.31.

Code of Federal Regulations 23 CFR 625

REFERENCES:

Development of Standards and Specifications (Policy No. 16-004(P))

Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 2 of 9

SCOPE:

These standard procedures are applicable to the design industry, contracting industry, FHWA, and any affected department employee who may develop or 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; 122-004(SP) dated September 18, 2002 and 510-005(SP) dated December 1, 2004, and the Administrative Ruling for Specification Committee Supplemental Instructions dated December 9, 2005. 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.

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 Committee (Committee): Working committees, formed around specific design tasks, construction tasks or materials, and composed of ODOT district and central office staff, representatives from the Federal Highway Administration and industry trade Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 3 of 9 groups.

Standards and Specifications Committee Chairperson (Chairperson): The individual assigned by the Division of Construction Management Deputy Director with the responsibility to manage the standards and specification development process consistent with this standard procedure.

Specifications Coordinator: The individual assigned by the Division of Construction Management Deputy Director with the responsibility to perform the functions described in Section VII of this procedure.

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. Standard Drawings require pre-approval for general use.

Supplemental Specifications: Individually numbered documents describing the construction and material specifications for new items of Work.

Supplements: Individually numbered documents describing necessary information such as laboratory methods of test, and certification or pre-qualification procedures for materials.

PROCEDURE STATEMENT

I. GENERAL:

A. All requests to add, revise or delete Standards and Specifications must be submitted in writing to the appropriate Publication Owner.

B. Contractors, producers, suppliers and consultants should submit their requests through their association.

C. FHWA may submit their request directly to the appropriate Publication Owner.

D. Department staff must submit their request through their Administrator.

E. All initial submissions for inclusion into the Standard or Specifications must include or reference the following topics:

1. Standards:

a. Description; Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 4 of 9

b. Manual or Drawing; c. Design Considerations (i.e. applicability to various project types and conditions); d. Method of calculation (if required); e. Method of payment (if required); f. Implementation procedure; g. Review requirements for new/revised items; and h. List of specifications or other standards that may be impacted by the revision.

2. Specifications:

a. Description; b. Materials; c. Construction requirements; d. Method of measurement; e. Basis of payment; and f. Designer note to address conditions under which the Specification will be used on construction projects (if required).

II. COMMITTEES

A. The Administrators of Construction Administration, Roadway Engineering, Structural Engineering, Pavement Engineering, Traffic Engineering, Geotechnical Engineering, Environmental Services and Hydraulic Engineering will assign standards and specifications to the following committees:

1. Contract Administration Committee;

2. Geotechnical Committee;

3. Pavement Committee;

4. Structures Committee;

5. Hydraulics and Environmental Committee; and

6. Traffic and Roadway Committee.

B. See Attachment B for typical committee membership

III. PUBLICATION OWNER’S TASKS

A. Review requests to add, revise or delete existing Standards and Specifications, as needed; Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 5 of 9

B. Each Publication Owner is in responsible charge of their designated Standard or Specification (Attachment C) and shall:

1. Receive all proposed requests for inclusion into the publication; 2. Review the proposed request. If it has merit, prepare the initial draft and submit it to the appropriate Standards and Specifications Committee Chairperson; 3. In collaboration with Committee Chairperson, reconcile all comments received during reviews until recommended final draft is achieved 4. Submit the final draft Standard or Specification for quality control as described in this standard procedure; 5. Forward final draft Standard or Specification to Specification Coordinator for final review and formal review, respectively, and approval; 6. Reconcile all quality control comments received from FHWA or the Executive Committee. The Publication Owner will have ten days to resolve quality control comments and produce a final draft specification; a. Non-substantive Comments: At the discretion of the Publication Owner, reconciliation of the non-substantive quality control comments can be accomplished through written communication. b. Substantive Comments: Any substantive or content changes to the document recommended by either quality control reviewer will require that Publication Owner reconvene with the Committee to address the recommended changes. c. Quality Control Comment Reconciliation Validation: The Publication Owner will validate that the quality control comments have been satisfactorily addressed.

IV. COMMITTEE CHAIRPERSON’S TASKS

A. The Deputy Director of Construction shall assign one chairperson to each committee. The Chairperson acts as the liaison between the Department, FHWA and the industry.

B. The Chairperson will assemble approved committee members as designated in Attachment B.

C. The Chairperson shall:

1. Distribute the initial draft to committee members electronically for review and comment; 2. Allow committee members to review the initial draft and return written comments to the Chairperson within 21 days of receipt; 3. Schedule and conduct a committee meeting each quarter, if necessary. The purpose of this meeting is to thoroughly discuss the merits of the Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 6 of 9

initial draft Standard or Specification. 4. Return the initial draft and comments to the Publication Owner; 6. Collaborate with the Publication Owner and recommend a final draft Standard or Specification.

V. COMMITTEES’ TASKS

A. General:

1. Attend committee meetings; 2. Review and update existing Standards and Specifications, as needed; 3. Remove obsolete Standards and Specifications 4. Review proposed Standards and Specifications; 5. Write all proposed Standards and Specifications to conform with the appropriate Quality Control Checklist (attachment D or E); 6. Circulate draft Standards and Specifications for review by non-committee members and other industry people as needed; 7. Assist the Committee Chairperson in providing documentation needed for the distribution of new and revised Standards and Specifications; and 8. Ensure compliance with the applicable state and federal regulations, policies and standard procedures.

VI. STANDARDS AND SPECIFICATIONS QUALITY CONTROL TASKS

A. Provide Standards quality control in accordance with Standards Quality Control Checklist (attachment E).

B. Provide Specifications quality control in accordance with Specification Quality Control Checklist (attachment D).

C. Collaborate with FHWA quality control review to ensure compliance with applicable laws, policies and standard procedures.

VII. SPECIFICATION COORDINATOR TASKS

A. These tasks will be performed by the Specification Coordinator (Division of Construction Management).

1. Log final draft Standards and Specifications recommended by the Committee; 2. Forward final draft Standards and Specifications to Executive Committee for final approval; 3. Return non-approved final draft Standards and Specifications and written comments received to the Publication Owner. Repeat steps 1 and 2 until Executive Committee final approval is obtained; Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 7 of 9

4. Log and forward the final draft Standards and Specifications approved by Executive Committee to FHWA. 5. Return non-approved final draft Standards and Specifications and written comments received to the Publication Owner. Repeat steps 2, 3, and 4 until formal approval is obtained; 6. Publish and distribute approved Standards and Specifications, designer notes, and other written guidance, to all interested parties including the FHWA and ODOT; 7. Notify Publication Owner of approval and publication of Standards and Specifications; and 8. Maintain a record of all Standards and Specifications and correspondence for tracking and historical purposes;

VIII. EXECUTIVE COMMITTEE

A. The Executive Committee is responsible for final approval of all Standards and Specifications on behalf of the Department.

B. Members of the Executive Committee are as follows:

1. Deputy Director Division of Engineering; 2. Deputy Director Division of Construction Management; 3. Deputy Director Division of Planning; 4. Deputy Director Division of Operations; and 5. District Deputy Directors (or designee)

C. In the event of a tie, the Assistant Director for Transportation Policy will make the final determination.

D. The Executive Committee will provide formal approval or non-approval in writing of all proposed Standard and Specifications with 14 days of receipt.

IX. FHWA

A. The FHWA will provide oversight of the Standards and Specification process and interact with the committees during Standard and Specification development.

B. FHWA defers development reviews to the Department for Standards and Specifications that are only editorial in nature.

C. The FHWA will provide formal approval in writing of all proposed Standard and Specifications with 14 days of receipt.

D. Formal FHWA approval is not required for Proposal Notes numbered below 100.

Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 8 of 9

X. DISTRIBUTION

A. All new and revised Standards shall be published quarterly on the Design Reference Resource Center (DRRC) webpage (http://www.dot.state.oh.us/drrc/). All new and revised Specifications shall be published quarterly on the Construction Reference Resource Center (CRRC) webpage (http://www.dot.state.oh.us/crrc/ ).

B. The quarterly dates shall be the third (3rd) Friday of January, April, July, and October.

C. Exceptions to the quarterly release date will be considered provided the Deputy Director over the Publication Owner responsible for the revision demonstrates a safety or significant cost impact.

D. Each Division’s webpage manager will maintain the DDRC webpage and CRRC webpage. Notification of changes shall be sent to the webpage manager two (2) weeks prior to the quarterly release date.

E. Notification of changes on the DRRC or CRRC webpage will be by email to a distribution list. Registration to the distribution list will be available to all internal and external customers.

F. All scope documents for LPA/Consultant Contracts shall require parties to incorporate revisions noted on the DRRC or CRRC webpage to Design Manuals, Proposal Notes, Standard Drawings, Construction and Material Specifications and Supplemental Specifications into Construction Plans.

G. All Standards and Specifications shall be available in Adobe Acrobat (.pdf) or TIF format.

TRAINING

The Committee Chairperson must complete a course on writing Specifications in the Active Voice/Imperative Mood style.

FISCAL ANALYSIS

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 Standard Procedure 122-004(SP) Effective: June 1, 2012 Page 9 of 9

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.

Initial request submitted to Publication Owner Attachment A

Publication Owner reviews

initial request for merit

Publication Owner prepares initial draft and submits to Committee Chairperson

Committee Chairperson distributes initial draft to Committee Members electronically for review.

Conduct meeting, if necessary

Committee and Publication Owner collaborate and recommend a final draft Standard or Specification

Publication Owner forwards final draft Standard

or Specification to Specification Coordinator for Final Review and Formal Approval

Executive FHWA Committee Formal Final Review Approval and Approval

Final Draft Distribution to DRRC or Approved? No Yes CRRC

Attachment B

Standards and Specifications Committees

Contract Membership: Geotechnical

Engineering Administrati on Construction

Operations

Districts Consulting Industry Contracting Industry Hydraulics and Pavements Trade Associations Environmental FHWA

Structures Traffic and Roadway

CONTRACT ADMINISTRATION COMMITTEE Committee Chairperson: from Construction Administration Specification Sections: 100, 619, 624 Standards: Innovative Contracting Manual, CADD Engineering Standards Manual, Design Build Scope Manual, Real Estate Policies and Procedures Manual, Project Development Process Manual Contract Sales Section Office of Materials Management Office of Construction Administration Office of Real Estate Office of Aerial Engineering Office of Estimating (as needed) Office of Environmental Services (as needed) District Representatives (two for design and two for construction) Federal Highway Administration Ohio Contractors Association Contractors (two chosen by Ohio Contractors Association) American Council of Engineering Companies of Ohio (two member representatives)

GEOTECHNICAL COMMITTEE Committee Chairperson: from Construction Administration Specification Sections: 200, 304, 410, 411, 617, 651, 652, 653, 654 and pertinent 700 sections. Standards: Geotechnical Bulletins, Specifications for Geotechnical Explorations, Manual for Abandoned Underground Mines - Inventory and Risk Assessment, Survey and Mapping Specification Office of Materials Management Office of Construction Administration Office of Pavement Engineering Office of Geotechnical Engineering Office of Aerial Engineering Office of Environmental Services District Representatives (two for design and two for construction) Federal Highway Administration Ohio Contractors Association Contractors (two chosen by Ohio Contractors Association) American Council of Engineering Companies of Ohio (two member representatives) Ohio Aggregates & Industrial Minerals Association

PAVEMENT COMMITTEE Committee Chairperson: from Construction Administration Concrete sub-committee: Asphalt sub-committee: Specification Sections: 255, 256, 257, 258, 305, 320, Specification Sections: 251, 252, 253, 254, 301, 302, 321, 450, 608, 609, and pertinent 700 sections 400 (except 410 and 411), 615, 618, and pertinent 700 Standards: Sections of Location and Design Manual - sections Volume 3, Pavement Standard Drawings Standards: Sections of Location and Design Manual - Volume 3, Pavement Standard Drawings Office of Construction Administration Office of Construction Administration Office of Materials Management Office of Materials Management Office of Pavement Engineering Office of Pavement Engineering Office of Geotechnical Engineering Office of Geotechnical Engineering District Representatives (one for design and one for District Representatives (one for design and one for construction) construction) Federal Highway Administration Federal Highway Administration Ohio Contractors Association Ohio Contractors Association Contractor (chosen by Ohio Contractors Association) Contractor (chosen by Ohio Contractors Association) American Council of Engineering Companies of Ohio– American Council of Engineering Companies of Ohio – member representative member representative American Concrete Pavement Association Flexible Pavements of Ohio Ohio Aggregates & Industrial Minerals Association Ohio Aggregates & Industrial Minerals Association Ohio Ready Mix Concrete Association

STRUCTURES COMMITTEE Committee Chairperson: from Construction Administration Specification Sections: 500, 610 and pertinent 700 sections Standards: Bridge Design Manual, Bridge Standard Drawings Office of Construction Administration Office of Materials Management Office of Structural Engineering Office of Geotechnical Engineering District Representatives (two for design and two for construction) Federal Highway Administration Ohio Contractors Association Contractors (two chosen by Ohio Contractors Association) Ohio Ready Mix Concrete Association American Council of Engineering Companies of Ohio (two member representatives)

HYDRAULICS and ENVIRONMENTAL COMMITTEE Committee Chairperson: from Construction Administration Specification Sections: 601, 602, 603, 604, 605, 613, 616, 638, 659, 660, 670, 671 and pertinent 700 sections. Standards: Location and Design Manual - Volume 2 - Drainage Design, Sections of Location and Design Manual - Volume 3, Hydraulic Standard Drawings, Waterway Permit Manual Office of Construction Administration Office of Materials Management Office of Structural Engineering Office of Hydraulic Engineering Office of Roadway Engineering Office of Environmental Services (as needed) District Representatives (two for design and two for construction) Federal Highway Administration Ohio Contractors Association (if needed) Contractors (two chosen by Ohio Contractors Association) American Council of Engineering Companies of Ohio (two member representatives) Ohio Aggregates & Industrial Minerals Association

TRAFFIC AND ROADWAY COMMITTEE Committee Chairperson: from Construction Administration Specification Sections: 606, 607, 614, 620- 622, 625-633, 640, 656, 657, 658, 661- 666 and pertinent 700 sections. Standards: Location and Design Manual - Volume 1 - Roadway Design, Traffic Engineering Manual, Roadway Standard Drawings, Traffic Standard Drawings Office of Construction Administration Office of Materials Management Contract Sales Section Office of Traffic Engineering Office of Roadway Engineering District Representatives (two for design and two for construction) Federal Highway Administration Ohio Contractors Association Contractors (two chosen by Ohio Contractors Association) Institute of Traffic Engineers (ITE) or American Council of Engineering Companies of Ohio (member representative)

Attachment C

Publication Owners

Standards:

Bridge Design Manual Office of Structural Engineering CADD Engineering Standards Manual Office of Aerial Engineering Design Build Scope Manual Office of Construction Administration Geotechnical Bulletins Office of Geotechnical Engineering Innovative Contracting Manual Office of Construction Administration Location and Design Manual - Volume 1 - Roadway Office of Roadway Engineering Services Design Location and Design Manual - Volume 2 - Drainage Office of Hydraulics Design Location and Design Manual - Volume 3 - Highway Office of Roadway Engineering Plans and associated Sample Plan Sheets Manual for Abandoned Underground Mines - Inventory Office of Geotechnical Engineering and Risk Assessment Survey and Mapping Specification Office of Aerial Engineering Pavement Design and Rehabilitation Manual Office of Pavement Engineering Project Development Process Manual Office of Environmental Services Real Estate Policies and Procedures Manual Right of Way Plan Manual Office of Real Estate Utilities Office of Real Estate Railroad Coordination Office of Real Estate Specifications for Geotechnical Explorations Office of Geotechnical Engineering Traffic Engineering Manual Office of Traffic Engineering ODOT Standard Construction Drawings & Plan Insert Sheets Roadway Office of Roadway Engineering Services Bridges Office of Structural Engineering Traffic Office of Traffic Engineering Hydraulic Office of Hydraulics Pavement Office of Pavement Engineering

Specifications:

Construction & Material Specifications Office of Construction Administration Supplemental Specifications Office of Construction Administration Supplements Office of Materials Management or Office of Construction Administration Proposal Notes Office of Construction Administration

Attachment D

ODOT Specification Quality Control Checklist

Specification Number: Revision Date:

Submitted By/Date: Reviewed By/Date:

Check-off or Quality Control Point: Comment

Active Voice, Imperative Mood

Spelling re-checked

Cross references checked

Designers note or usage instructions included

Standard formatting followed: Times New Roman, 12 pt, as per C&MS

Standard section numbering and bullets followed Computer file in MS Word, with revision tracking turned on, and edits shown from original document

Punctuation re-checked

English (Metric) units order checked Comments from committee members included as hidden comments in the MS Word file Specification concepts reviewed for conformance to applicable laws, regulations, policies, and procedures

This checklist is to be completed by the Specification Coordinator for each revised, or new Specification. The Specification Coordinator will send a completed copy to the Committee Chairperson and the FHWA when the QC check is completed.

Attachment E

ODOT Standards Quality Control Checklist

Standard: Revision Date:

Submitted By/Date: Reviewed By/Date:

Check-off or Quality Control Point: Comment Description; Manual or Drawing; Design Considerations (i.e. applicability to various project types and conditions); Method of calculation (if required); Method of payment (if required); Implementation procedure; Review requirements for new/revised items; List of specifications or other standards that may be impacted by the revision Spelling re-checked Cross references checked Standard formatting followed Punctuation re-checked English (Metric) units order checked Comments from committee members Standards concepts reviewed for conformance to applicable laws, regulations, policies, and procedures

This checklist is to be completed by the Publication Owner for each revised, or new Standard. The Publication Owner will send a completed copy to the Committee Chairperson and the FHWA when the QC check is completed.

Attachment F

TITLE 23--HIGHWAYS

CHAPTER I--FEDERAL HIGHWAY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION

PART 625_DESIGN STANDARDS FOR HIGHWAYS

Sec. 625.1 Purpose. 625.2 Policy. 625.3 Application. 625.4 Standards, policies, and standard specifications.

Sec. 625.4 Standards, policies, and standard specifications.

The documents listed in this section are incorporated by reference with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51 and are on file at the Office of the Federal Register in Washington, DC. They are available as noted in paragraph (d) of this section. The other CFR references listed in this section are included for cross-reference purposes only. (a) Roadway and appurtenances. (1) A Policy on Geometric Design of Highways and Streets, AASHTO 2001. [See Sec. 625.4(d)(1)] (2) A Policy on Design Standards Interstate System, AASHTO, January 2005. [See Sec. 625.4(d)(1)] (3) The geometric design standards for resurfacing, restoration, and rehabilitation (RRR) projects on NHS highways other than freeways shall be the procedures and the design or design criteria established for individual projects, groups of projects, or all nonfreeway RRR projects in a State, and as approved by the FHWA. The other geometric design standards in this section do not apply to RRR projects on NHS highways other than freeways, except as adopted on an individual State basis. The RRR design standards shall reflect the consideration of the traffic, safety, economic, physical, community, and environmental needs of the projects. (4) Erosion and Sediment Control on Highway Construction Projects, refer to 23 CFR part 650, subpart B. (5) Location and Hydraulic Design of Encroachments on Flood Plains, refer to 23 CFR part 650, subpart A. (6) Procedures for Abatement of Highway Traffic Noise and Construction Noise, refer to 23 CFR part 772. (7) Accommodation of Utilities, refer to 23 CFR part 645, subpart B. (8) Pavement Design, refer to 23 CFR part 626. (b) Bridges and structures. (1) Standard Specifications for Highway Bridges, Fifteenth Edition, AASHTO 1992. [See Sec. 625.4(d)(1)] (2) Interim Specifications--Bridges, AASHTO 1993. [See Sec. 625.4(d)(1)] (3) Interim Specifications--Bridges, AASHTO 1994. [See Sec. 625.4(d)(1)] (4) Interim Specifications--Bridges, AASHTO 1995. [See Sec. 625.4(d)(1)] (5) AASHTO LRFD Bridge Design Specifications, First Edition, AASHTO 1994 (U.S. Units). [See Sec. 625.4(d)(1)] (6) AASHTO LRFD Bridge Design Specifications, First Edition, AASHTO

1994 (SI Units). [See Sec. 625.4(d)(1)] (7) Standard Specifications for Movable Highway Bridges, AASHTO 1988. [See Sec. 625.4(d)(1)] (8) Bridge Welding Code, ANSI/AASHTO/AWS D1.5-95, AASHTO. [See Sec. 625.4(d) (1) and (2)] (9) Structural Welding Code--Reinforcing Steel, ANSI/AWS D1.4-92, 1992. [See Sec. 625.4(d)(2)] (10) Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals, AASHTO 1994. [See Sec. 625.4(d)(1)] (11) Navigational Clearances for Bridges, refer to 23 CFR part 650, subpart H. (c) Materials. (1) General Materials Requirements, refer to 23 CFR part 635, subpart D. (2) Standard Specifications for Transportation Materials and Methods of Sampling and Testing, parts I and II, AASHTO 1995. [See Sec. 625.4(d)(1)] (3) Sampling and Testing of Materials and Construction, refer to 23 CFR part 637, subpart B. (d) Availability of documents incorporated by reference. The documents listed in Sec. 625.4 are incorporated by reference and are on file and available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/ federal--register/code--of--federal--regulations/ibr--locations.html. These documents may also be reviewed at the Department of Transportation Library, 400 Seventh Street, SW., Washington, DC, in Room 2200. These documents are also available for inspection and copying as provided in 49 CFR part 7, appendix D. Copies of these documents may be obtained from the following organizations: (1) American Association of State Highway and Transportation Officials (AASHTO), Suite 249, 444 North Capitol Street, NW., Washington, DC 20001. (2) American Welding Society (AWS), 2501 Northwest Seventh Street, Miami, FL 33125.

Intentionally blank Approved: Standard Procedure: 515-001(SP) Effective: September 12, 2005 //s// William H. Lindenbaum Responsible Division: Construction William H. Lindenbaum, PE., PS. Management Deputy Director Division of Construction Management

NEW PRODUCT DEVELOPMENT

PROCEDURAL STATEMENT:

This standard procedure sets forth the process by which New Products, introduced to the Department, will be evaluated and approved/disapproved for use.

AUTHORITY:

Ohio Revised Code Statutes 5501.03 Code of Federal Regulations 23CFR635.411

REFERENCES:

Policy 27-014(P), New Product Development Standard Procedure 510-005(SP), Construction and Material Specification Development

SCOPE:

This policy is applicable to Central Office Divisions and District Departments involved in planning, production, construction, and operation of our highway system.

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 the official legal and technical document by which the Department bids and constructs highway projects.

New Product: A product that does not meet an existing Department specification.

New Product Engineer (NPE): Engineer in charge of the evaluation and development of new product. This position is currently under the Office of Materials Management.

Qualified Products List/Approved Product List (QPL/APL): These are lists of products and their approval processes, conforming to items in the C&MS, maintained under the Office of Materials Management.

Standard Procedure No. 515-001(SP) Effective Date: Page 2 of 4

Proposal Note: Published proposal notes contain a wide variety of legal and technical requirements necessary for proper bidding and sale of an individual project. These notes override all other requirements in Plans, C&MS, Supplemental Specifications, and Standard Construction Drawings.

Specifications: Contract documents used to issue instructions to contractors. For the purposes of this procedure, Specifications will include: C&MS, Supplemental Specifications, Supplements, and Proposal Notes.

Specification Committees: Specification committees are working committees, formed around specific materials and construction tasks, and composed of ODOT district and central office staff, representatives from Federal Highway Administration (FHWA) and industry trade groups.

Supplemental Specifications: Individual numbered documents prepared in loose-leaf form describing the construction and material specifications for new items.

Supplements: Individual numbered documents prepared in loose-leaf form describing necessary information such as laboratory methods of test, and certification or pre-qualification procedures for materials.

Vendor: Manufacturer, company, distributor, marketing group, or individual, seeking ODOT approval of a new product.

PROCEDURE:

I. GENERAL:

A. All vendor initial contact with ODOT will be directed to the Office of Materials Management, New Product Engineer, (NPE).

B. In order to establish if a product falls under the definition of new product, all vendors will be required to determine if their product meets existing ODOT specification(s).

C. For each new product to be considered for review by the Department, the vendor will be required to submit a New Product Application. This application can found in Appendix 1.

1. For new products that deal with prefabricated erosion control devices, follow provisions of Appendix 2, Prefabricated Erosion Control Device – Product Evaluation Guidelines.

Standard Procedure No. 515-001(SP) Effective Date: Page 3 of 4

2. For new products that deal with fuel savings devices, additives or modifiers for fuels and lubricants, and other devices claimed to improve fleet efficiency, follow provisions of Appendix 3, Fuel Saving Devices, Additives, and Modifiers – Usage Guideline.

II. NEW PRODUCT INITIAL REVIEW

A. NPE will perform initial review of the new product. Review will include, but is not limited to, a literature search, verification of performance and application histories, cost comparison to current equivalent product(s), and a summation of findings.

B. The NPE will distribute new product application and initial review of findings to appropriate Office(s) within the Department, FHWA, and possibly industry for comments as to the need, practicality, potential application, concerns, and overall level of interest in the new product.

III. NEW PRODUCT INITIAL DECISION POINT

A. If comments received for the new product are negative, the Department will take no further action. NPE will provide vendor with a written response of the Department’s decision.

B. If comments received for the new product are positive, NPE will form a committee to develop an evaluation plan for the new product. The committee will include key ODOT and FHWA personnel and may include industry representation.

IV. EVALUATION PLAN

A. An evaluation plan will be developed by committee and will document: how the new product will be evaluated, length of evaluation period, acceptance criteria the new product will be judged against, individual(s) responsible for monitoring the new product performance, and proposed site location and layout. New products may be subjected to lab testing, field testing or both. NPE will present new product and evaluation plan to appropriate Specification Committee for comment and approval.

B. If evaluation plan includes use of product as a demonstration on a project that requires federal oversight, an Experimental Construction Feature – Work Plan will also need to be developed. Follow instructions and forms found in Appendix 4.

Standard Procedure No. 515-001(SP) Effective Date: Page 4 of 4

V. EVALUATION PLAN EXECUTED

A. NPE will track new product evaluation and provide briefings to Specification Committee.

B. New product evaluations may be stopped at any time if performance does not meet expectation.

C. At termination of evaluation period, performance of the new product will be documented by NPE and reported to the Specification Committee. If the new product did not meet established performance criteria, the new product will be rejected from use by the Department. NPE will inform vendor of this decision in writing. If the new product met or exceeded performance criteria, Specification Committee will begin development of a specification. NPE will track use and performance of the new product under this supplemental specification. Modifications can be made to the specification as needed and will be approved by Specification Committee. NPE will work through the Specification Committee to either move new product to full specification status or reject from use. NPE will keep vendor informed of the status of their new product. NPE will also disseminate the results and status of the evaluation to those impacted within ODOT.

TRAINING:

None Required

FISCAL ANALYSIS:

The operational fiscal impact of this policy is expected to include Department resources to perform product evaluations and committee members' time.

Appendix 1 515-001(SP) Page 1 of 4

Ohio DOT New Products Application Form

1. Date:

2. Product Name: 3. Brand/Trade Name:

4. Manufacturer: Phone: Address: Web Address: (Street, City, State, Zip Code)

5. Manufacturer Contact Person: Phone: Address: Email: (Street, City, State, Zip Code)

6. Vendor: Phone: Address: Web Address:

7. Vendor Contact Person: Phone: Address: Email:

8. Has the product been tried under another name? If so, please describe:

9. What date did the product come onto the market?

10. Is the product patented? Applied for date:

11. Is the product proprietary? If yes, what are the royalty costs and on what basis are they collected?

12. What is the primary use for the product?

13. List the outstanding features or benefits of the product:

14. List any alternate uses for the product: Appendix 1 515-001(SP) Page 2 of 4

15. This product is proposed as an alternate replacement or comparable to what existing ODOT construction or material specification? What product(s) would be direct competitor(s)?

16. List specific specifications that the product meets - AASHTO, ASTM, Federal, MUTCD, or Ohio DOT (certified test data must be submitted which support these claims):

17. Has the product been approved for use by another State DOT? If yes, please provide the following - State, contact name and number, if the product is used on a routine basis or experimentally, and copy of the DOT specification (if applicable):

18. Has the product been tried by the Ohio DOT before? If yes, please provide the following - Contact name and number, when and where the product was used, product performance, and reason(s) stating why the product should be tried again.

19. Has another Office or person in the Ohio DOT been contacted about this product? If yes, please provide the details of that contact:

20. Has this product been evaluated, or is currently being evaluated by the National Transportation Evaluation Program? If yes, please provide the report or submittal number.

21. What is the generic product composition? Appendix 1 515-001(SP) Page 3 of 4

22. Describe any adverse effects associated with the use of your product. Examples would include – environmental, maintenance of traffic, safety concerns, or others?

23. Can a demonstration be provided?

24. If a demonstration is deemed necessary, will your product be supplied free of charge? Will labor and equipment be provided to install the product free of charge?

25. Is there a need for special equipment to install your product? If yes, what is the cost to buy/rent the equipment?

26. If this product is an alternate or replacement for an existing ODOT Construction and Specification item, please provide a cost comparison with this item.

27. What is the cost of the product per unit? Make assumptions on quantities if necessary.

28. What is the cost of the product per unit - installed?

29. Can these items be provided? If yes, please provide 2 copies of this information with the submission of the application. Yes No Specifications MSDS data Test data Product literature Pictures or drawings Installation instructions

30. Can educational courses or videos be provided? 31. Is the product seasonal? 32. Are quantities limited? 33. Product can be delivered to the site after an order is placed in ____ days? 34. Does the product carry a warranty? If yes, please describe in detail the provisions of the warranty: Appendix 1 515-001(SP) Page 4 of 4 General Notes

1. A separate form will be required for each product submitted for evaluation. 2. Incomplete applications and/or erroneous information furnished as a part of this form will result in the product being rejected for evaluation.

In the event a field and or laboratory evaluation is deemed necessary, the following conditions will apply:

3. Product evaluation will be in accordance with applicable laboratory testing and field evaluation criteria established by the ODOT staff. The evaluation shall provide a true test of the products stated characteristics and application. 4. Acceptance of a product for evaluation by the ODOT is in no way a commitment to purchase, recommend, or specify the product investigated regardless of its performance. 5. When requested by the ODOT, the vendor or their representative will be present when the product is installed at the test site to lend assistance and provide expertise to those involved in the installation. The vendor shall also provide any special equipment necessary for the installation. 6. The ODOT will prepare a summary report upon completion of a suitable evaluation period to allow adequate exposure of the product to its functional environment. Data resulting from an evaluation of the submitted product is public information and will not be considered privileged. All information developed during this product evaluation will be released by the ODOT at its discretion.

The Ohio Department of Transportation will not consider any new product until this application is completed, signed by a responsible official of the manufacturer, and returned to the address shown below. All ODOT correspondence will be directed to the official of the manufacturer listed below. Ohio Department of Transportation Office of Materials Management Attention: New Product Engineer 1600 West Broad Street, Columbus, OH 43223

Signature: ______(Official of manufacturer) Name: ______(Please type or print)

Date: ______

Title: ______

Manufacturer: ______

Address: ______(Street, City, State, Zip Code) Appendix 2 515-001(SP) Page 2 of 2 Prefabricated Erosion Control Devices Product Evaluation Guideline Office of Materials Management June 25, 2014

The following references describe the Departments Construction Erosion Control Practices. These practices outline that the awarded project contractor will furnish all erosion control for the project. This will include installing all erosion and sediment control products, maintaining the products, and if required, a Stormwater Pollution Prevention Plan (SWPPP). The erosion and sediment control products will meet the requirements as outlined below.

1. Standard Drawings: DM -4.1 Erosion Control at Bridges DM-4.2 Erosion Control Mat Type A-I DM-4.3 Sediment and Erosion Controls DM-4.4 Construction Erosion Control

2. Specifications: Supplemental Specification 832

3. Procedures: Manual of Procedures, Item 832, Temporary Sediment and Erosion Controls

The contractor may propose a new erosion or sediment control product. A product notice, as outlined below, must be submitted to the Engineer and Department at the time of the SWPPP submittal. The product must have been submitted as a new product to the Office of Material Management for review prior to this evaluation or concurrent with this request. New erosion and sediment control products which involve filter fabric are required to meet ODOT 712.09 Type C, at a minimum.

The product notice shall include the following:

1. Sales brochure and test data describing the product. 2. New Product Application if not previously submitted (completed by the manufacturer). Contact New Product Engineer for a copy of this application: [email protected] 3. State the intended use of the product, and if applicable, the item the product will replace. 4. If the product is not a direct replacement for an existing approved product, describe how the product addresses the requirements of the National Pollutant Discharge Elimination System (NPDES) Permit (Supplemental Specification 832). 5. Any documentation of scientific testing from a reputable independent laboratory or university showing results based on controlled conditions. 6. Description of where the product is appropriate for use and specifying design limitations for each proposed application. (i.e. This product will be used on curb inlets with 1 acre or less of tributary area.) 7. The location and all necessary installation instructions or details shall be included in the

Appendix 2 515-001(SP) Page 2 of 2 project’s SWPPP. 8. Trial performance evaluation plan prepared by the contractor or their representative. State the project location(s) of the proposed trial performance evaluation(s). (At a minimum, evaluations will last three months and have weekly performance documentation.) Photo documentation of the product evaluation shall be provided on a monthly basis at a minimum. 9. List of any other projects the product has been used on. Supply a contact reference and phone number.

The Department will review the product notice. If the Department has reason that the product should not be used, the contractor will not be allowed to use the product. Otherwise, the Department will issue approval for the product to be installed in a trial performance evaluation(s).

Upon completion of each trial performance evaluation, a report will be submitted to the Department by the contractor or their representative. This report will provide the following information:

1. Weekly reports of the products performance, signed by project personnel concurring with the findings 2. Photo documentation 3. A summary of the results of the product, signed by project personnel concurring with the findings

The new erosion control product, installation, and maintenance can be paid for at an agreed upon price as described in SS832. If it is not replacing a current item, then payment is a part of the project as outlined in Supplemental Specification 832. Product proposals that do not directly replace existing approved products are required to provide a project cost breakdown and description of how the application specifically applies to the NPDES Permit (Supplemental Specification 832). Weekly performance evaluations and reporting will be at no cost to ODOT.

The contractor, without additional payment, will assume all responsibility for the removal, maintenance and replacement of the new erosion control product(s) in the event that those products do not provide the controls necessary to maintain NPDES compliance.

If the new erosion control product meets or exceeds the performance of the existing standards based on several trial performance evaluations, the product may become a standard erosion control product.

The Product Notice and Trial Performance Evaluation Report should be sent to:

Brad Young, New Products Engineer Hans Gucker, Const. Hydraulics Engineer Office of Materials Management. Office of Construction Administration 1600 West Broad Street, Columbus, Ohio 43223 1980 West Broad Street, Mail Stop 5190 Email: [email protected] Columbus, Ohio 43223 Email: [email protected]

Appendix 3 515-001(SP) Page 1 of 1

Fuel Saving Devices, Additives, and Modifiers – Usage Guideline Office of Equipment and Support Services July 26, 2005

This guideline establishes the requirements for vendors seeking ODOT approval of their fuel saving devices, additives and modifiers for fuels and lubricants and other add on devices claimed to improve fleet efficiency and save money.

The vendors will comply with the following conditions and requirements before any consideration will be given to the product:

1. ODOT is not interested in products that invalidate equipment warranties.

2. Many of these products are covered by the Department of Administrative Services purchasing contracts and they should be contacted.

3. Submission of sales brochures and data describing the product.

4. Material Safety Data Sheets (MSDS) for all chemicals.

5. Minimum cost savings will be at least 5% above the products cost per year.

6. Documentation of results from a major fleet operation (>100 vehicles).

7. Documentation of scientific testing from a reputable laboratory or university showing results based on controlled conditions. All tests will meet applicable ASTM and/or SAE standards.

Please submit documentation and product information to:

Ohio Department of Transportation Office of Materials Management Attn: New Products Engineer 1600 West Broad Street Columbus, OH 43221

Appendix 4 515-001(SP) Page 1 of 4

Construction Projects Incorporating Experimental Construction Features

1. What is the purpose or objective of the experimental features program?

a. The purpose of the experimental features program is to encourage highway agencies to evaluate new or innovative highway technology, or alternative standard technology, under actual construction and operating conditions by means of a program or experimental construction projects. b. To provide a mechanism for the widespread dissemination and application of the results of these evaluations. 2. What are some key definitions of the program? a. Control Section - a section or feature of a highway designed and constructed in a standard manner and as nearly as practicable under identical conditions so that comparisons can be made. b. Experimental Feature - a material, process, method, equipment item, traffic operational device, or other feature that: (1) has not been sufficiently tested under actual service conditions to merit acceptance without reservation in normal highway construction, or (2) has been accepted but needs to be compared with alternative acceptable features for determining their relative merits and cost effectiveness. c. Experimental Project - a Federal-aid highway construction project incorporating one or more experimental features. d. Work Plan - a written program of action including a description of the experimental feature, experimental feature objectives, measurements to be made, characteristics to be evaluated, time schedules, reporting requirements, cost estimates, construction and post-construction inspection schedules, control sections, and evaluations to be conducted. 3. What are the general principles of the program a. Experimental Project Designation. Any Federal-aid project incorporating experimental features should be designated an experimental project and treated accordingly. b. Work plan. A work plan is required for each experimental feature. c. Approvals 1. For projects on the Interstate system that incorporate experimental features or on any National Highway System (NHS) route that incorporates proprietary products, the work plans must be approved by the Division Administrator prior to or with approval of Plans, Specifications, and Estimates (PS&E). Work plans for experimental projects utilizing State Planning and Research (SPR) funds need approval by the Division Administrator in accordance Appendix 4 515-001(SP) Page 2 of 4 with normal approval procedures for SPR funded studies. (For NHS projects with State approval authority and oversight, work plan approval is delegated to the State.) 2. Experimental features included in ongoing projects by change order also need approval by the Division Administrator. d. Control Sections. Control sections or other alternatives should be provided for performance comparisons in all experimental projects unless the nature of the experiment is such that a control section or alternative would serve no purpose. e. Cost Data. Cost data should be compiled for all experimental and control features. f. Multiple Project Justification. Two or three construction projects should be adequate to conclusively evaluate a single feature. The justification for more than five construction projects should be carefully analyzed prior to initiation. 4. How should the results of the experimental features program be reported? a. Reporting of results should be completed for all experimental features. All reporting (including form, content, and delivery) should follow the requirements set forth in the approved work plan. Final reports prepared utilizing SPR and non-SPR funds are to be submitted for review and approval to the FHWA Division Office in accordance with the established procedures for SPR funded Research Development and Testing (RD&T) studies. Two copies of the final report should be provided to the FHWA Division Administrator. The Division Office should forward one copy to the following address:

Mr. John McCracken, Director FHWA Office of Research and Technology Services Turner-Fairbank Highway Research Center, HRTS-1 6300 Georgetown Pike, Room F-204 McLean, VA 22101-2296

b. The FHWA supports the continued use of the AASHTO Product Evaluation List (APEL). Contracting agencies should provide the appropriate experimental feature evaluation report information to the APEL web site so that other agencies may benefit from their evaluations. 5. How are projects with experimental features terminated?

The Division Administrator may determine the project has been completed when the work plan goals either have been achieved or cannot be achieved.

Appendix 4 515-001(SP) Page 3 of 4 6. How are projects with experimental features financed? a. Total construction costs attributable to experimental features may be financed with the appropriate class of Federal-aid funds. SPR funds cannot be used for constructing experimental features. b. Evaluation costs may be financed with the same class of funds used for construction of the experimental feature, SPR funds, or non-Federal funds. If SPR funds are used, the administrative requirements in 23 CFR Part 420 are applicable.

Appendix 4 515-001(SP) Page 4 of 4

Ohio Department of Transportation Office of Materials Management

Experimental Construction Feature - Work Plan

Feature to be evaluated: Manufacturer: Proposed location: PID or Proj Number: Expected Install Date: ____ Estimated cost: ______Other Information: Is Federal approval required: Yes / No (If yes, FHWA signature required below) Person responsible for reporting on the features performance: To what extent has this feature been used in Ohio? Elsewhere?

What potential benefits can be derived from the installation of the feature?

How will the feature be installed? Describe the exact location and circumstances.

How will the features performance be judged? Describe any standards or control sections which the feature will be compared to.

Preparers Name: Approved / Date: Office / District: (Specification Committee Chair) Date: Approved / Date: (FHWA, Ohio Division Administrator)

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