Chapter 5 - Stakeholder Management - Revision history

BBarnard at 19:52, 2 March 2026

2026-03-02T19:52:10Z

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	Publicly owned park and recreation lands that are open to the public, as well as wildlife and waterfowl refuges, are protected under Section 4(f) of the Department of Transportation Act of 1966. The regulatory requirements for 4(f) properties are contained in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774]. Coordination with the official or officials that own or administer (official with jurisdiction) the property is required in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.5(b)]. Additionally, public notice and an opportunity for public review and comment must be provided. A 4(f) property will only be approved for use by FHWA if it is determined there is no feasible and prudent alternative and that the action includes all possible planning to minimize harm to the property, or FHWA makes a finding that the project has a de minimis impact on the property as defined by [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.17].		Publicly owned park and recreation lands that are open to the public, as well as wildlife and waterfowl refuges, are protected under Section 4(f) of the Department of Transportation Act of 1966. The regulatory requirements for 4(f) properties are contained in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774]. Coordination with the official or officials that own or administer (official with jurisdiction) the property is required in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.5(b)]. Additionally, public notice and an opportunity for public review and comment must be provided. A 4(f) property will only be approved for use by FHWA if it is determined there is no feasible and prudent alternative and that the action includes all possible planning to minimize harm to the property, or FHWA makes a finding that the project has a <i>de minimis</i> impact on the property as defined by [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.17].
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	<td>[https://deldot.gov/Business/drc/pdfs/rightofway/survey_report_guidance.pdf Survey Report]</td>		<td>[https://deldot.gov/Business/drc/pdfs/rightofway/survey_report_guidance.pdf Survey Report Guidance]</td>
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	Projects that are developed under a professional services agreement are to create a Survey Report. Additional [https://deldot.gov/Business/drc/pdfs/rightofway/survey_report_guidance.pdf Survey Report] ~~guidance~~ and a [https://deldot.gov/Business/drc/pdfs/rightofway/sample_survey_report_with_guidance.pdf sample survey report] are provided for reference. The Survey Report should include all pertinent background information on how the existing right-of-way mosaic was established including detailed notes written during the creation of the right-of-way mosaic. In addition to the documentation requirements presented in [[Chapter 5 - Stakeholder Management#5.5.1.3.5.1 Projects Developed by Staff Internal to DelDOT\|Section 5.5.1.3.5.1]], Survey Reports are to include a discussion of each easement found on each parcel.		Projects that are developed under a professional services agreement are to create a Survey Report. Additional [https://deldot.gov/Business/drc/pdfs/rightofway/survey_report_guidance.pdf Survey Report Guidance] and a [https://deldot.gov/Business/drc/pdfs/rightofway/sample_survey_report_with_guidance.pdf sample survey report] are provided for reference. The Survey Report should include all pertinent background information on how the existing right-of-way mosaic was established including detailed notes written during the creation of the right-of-way mosaic. In addition to the documentation requirements presented in [[Chapter 5 - Stakeholder Management#5.5.1.3.5.1 Projects Developed by Staff Internal to DelDOT\|Section 5.5.1.3.5.1]], Survey Reports are to include a discussion of each easement found on each parcel.
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	To process the invoice, the Project Manager should follow the circulation process that is shown in the invoice circulation tracking sheet. Once circulation has completed, the invoice is to be sent to DelDOT’s [mailto:DOT_TransSolutions_Payment@delaware.gov ~~DOT_TranSolutions_Payment~~@delaware.gov] mailbox. In addition, final invoices should be sent to the [mailto:DOT.auditmanagement@delaware.gov DOT.auditmanagement@delaware.gov] mailbox as well.		To process the invoice, the Project Manager should follow the circulation process that is shown in the invoice circulation tracking sheet. Once circulation has completed, the invoice is to be sent to DelDOT’s [mailto:DOT_TransSolutions_Payment@delaware.gov DOT_TransSolutions_Payment@delaware.gov] mailbox. In addition, final invoices should be sent to the [mailto:DOT.auditmanagement@delaware.gov DOT.auditmanagement@delaware.gov] mailbox as well.
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	Natural disasters or catastrophic network failure from an external cause may lead to the need for the creation of an immediate project. Federal Emergency Relief program funding through the in-effect federal authorization act provides funds for emergency repairs and permanent repairs to Federal-aid highways typically either at a 100% or 90% federal share. The Emergency Relief program is established under [https://uscode.house.gov/view.xhtml?req=granuleid:USC-prelim-title23-section125&num=0&edition=prelim 23 U.S.C. 125] with implementing regulations included 23 CFR 668. Additionally, FHWA provides an [https://www.fhwa.dot.gov/reports/erm/er.pdf?_gl=1btvet9_gaMTYzMTk4OTcwMy4xNjQ0MzM3ODUz_ga_VW1SFWJKBB*MTczMDU2NTU2MS4yNzQuMS4xNzMwNTY1NTc1LjAuMC4w Emergency Relief Manual] for reference as well. As with other activities, these projects require an identifiable presence in the STIP, NEPA document prepared and approved if using federal funds, and FMIS approval if using federal funds. DelDOT’s [https://deldot.gov/Business/drc/misc_files/modification_procedures_for_stip_and_tip.pdf Memorandum of Understanding (MOU)] with Wilmington Area Planning Council (WILMAPCO), Dover/ Kent County MPO (DKCMPO), Salisbury/Wicomico MPO (SWMPO), Sussex County, FHWA, and FTA outlines procedures for including projects on the STIP that are a result of a State Declared Emergency. By their nature, emergency projects are time sensitive. The project team should immediately notify the Division of Finance and the Environmental Stewardship Office as soon as it is determined that an emergency project or repair exists that requires non-operating funds. The design team should also work expeditiously to determine an approximate project cost so that funding arrangements can be made.		Natural disasters or catastrophic network failure from an external cause may lead to the need for the creation of an immediate project. Federal Emergency Relief program funding through the in-effect federal authorization act provides funds for emergency repairs and permanent repairs to Federal-aid highways typically either at a 100% or 90% federal share. The Emergency Relief program is established under [https://uscode.house.gov/view.xhtml?req=granuleid:USC-prelim-title23-section125&num=0&edition=prelim 23 U.S.C. 125] with implementing regulations included [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-G/part-668 23 CFR 668]. Additionally, FHWA provides an [https://www.fhwa.dot.gov/reports/erm/er.pdf?_gl=1btvet9_gaMTYzMTk4OTcwMy4xNjQ0MzM3ODUz_ga_VW1SFWJKBB*MTczMDU2NTU2MS4yNzQuMS4xNzMwNTY1NTc1LjAuMC4w Emergency Relief Manual] for reference as well. As with other activities, these projects require an identifiable presence in the STIP, NEPA document prepared and approved if using federal funds, and FMIS approval if using federal funds. DelDOT’s [https://deldot.gov/Business/drc/misc_files/modification_procedures_for_stip_and_tip.pdf Memorandum of Understanding (MOU)] with Wilmington Area Planning Council (WILMAPCO), Dover/ Kent County MPO (DKCMPO), Salisbury/Wicomico MPO (SWMPO), Sussex County, FHWA, and FTA outlines procedures for including projects on the STIP that are a result of a State Declared Emergency. By their nature, emergency projects are time sensitive. The project team should immediately notify the Division of Finance and the Environmental Stewardship Office as soon as it is determined that an emergency project or repair exists that requires non-operating funds. The design team should also work expeditiously to determine an approximate project cost so that funding arrangements can be made.
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	<h3>		<h3>

BBarnard at 16:06, 26 February 2026

2026-02-26T16:06:57Z

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	<p><b>Figure 5.1.3 - Typical Engagement Methods</b></p>		<p><b>Figure 5.1.3 - Typical Engagement Methods</b></p>
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			[[File:5_1_3_Table.JPG\|1000px\|center\|alt=Table image: Typical Engagement Methods (Figure 5.1.3). A text version of the table follows.\|Figure 5.1.3 - Typical Engagement Methods]]
			<p><b>Figure 5.1.3 - Typical Engagement Methods</b></p>
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BBarnard at 21:35, 25 February 2026

2026-02-25T21:35:33Z

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	5.3.3.3 ~~DNREC~~ DNREC Wetlands and Waterways		5.3.3.3 DNREC Wetlands and Waterways
	</h4>		</h4>
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BBarnard at 21:33, 25 February 2026

2026-02-25T21:33:47Z

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	<li><b>Town agreements</b> – In accordance with [https://delcode.delaware.gov/title17/c001/sc03/index.html 17 Del. C. §134 (a)] of the Delaware Code, DelDOT must reach an agreement with municipalities prior to performing any work within their boundaries. This agreement is called a town agreement. Town agreements are also needed when a DelDOT project will detour vehicle, bicycle, or pedestrian traffic into municipal limits as well. Town agreements are also used to document ownership and maintenance responsibilities between DelDOT and the municipality. The development of a town agreement is considered a part of the project development process when they are required for a project.</li>		<li><b>Town agreements</b> – In accordance with [https://delcode.delaware.gov/title17/c001/sc03/index.html 17 Del. C. §134 (a)] of the Delaware Code, DelDOT must reach an agreement with municipalities prior to performing any work within their boundaries. This agreement is called a town agreement. Town agreements are also needed when a DelDOT project will detour vehicle, bicycle, or pedestrian traffic into municipal limits as well. Town agreements are also used to document ownership and maintenance responsibilities between DelDOT and the municipality. The development of a town agreement is considered a part of the project development process when they are required for a project.</li>
	<li><b>Traffic signal agreements</b> – A traffic signal agreement is the term that DelDOT assigns to agreements that allow the State to place and maintain traffic control devices along state-maintained roadways within another public traveled way owner’s jurisdiction and sometimes on private property. These agreements document initial approval as well as ownership and maintenance responsibilities between the parties. Traffic signal agreements are used for traffic control devices including but not limited to, roadway lighting, signals, signage, and pedestrian crossings. The development of a signal agreement is considered a part of the project development process when they are required for a project. Additional information on traffic signal agreements is included in the [https://deldot.gov/Publications/manuals/traffic_design/index.shtml DelDOT Traffic Design Manual] and the [https://deldot.gov/Business/subdivisions/index.shtml?dc=changes DelDOT Development Coordination Manual].</li>		<li><b>Traffic signal agreements</b> – A traffic signal agreement is the term that DelDOT assigns to agreements that allow the State to place and maintain traffic control devices along state-maintained roadways within another public traveled way owner’s jurisdiction and sometimes on private property. These agreements document initial approval as well as ownership and maintenance responsibilities between the parties. Traffic signal agreements are used for traffic control devices including, but not limited to, roadway lighting, signals, signage, and pedestrian crossings. The development of a signal agreement is considered a part of the project development process when they are required for a project. Additional information on traffic signal agreements is included in the [https://deldot.gov/Publications/manuals/traffic_design/index.shtml DelDOT Traffic Design Manual] and the [https://deldot.gov/Business/subdivisions/index.shtml?dc=changes DelDOT Development Coordination Manual].</li>
	<li><b>Right-of-way use and occupancy agreements</b> – Private use of the right-of-way is permitted only under very specific circumstances. When it is deemed appropriate to do so, DelDOT may enter an agreement with the private entity. These agreements are provided to accommodate private infrastructure within the State’s right-of-way and assume responsibility for their maintenance. These agreements are typically for a finite duration which will allow DelDOT to re-evaluate the right-of-way occupancy in the future. An example of a right-of-way use and occupancy agreement is an agreement between DelDOT and a private entity to allow the private entity to install a pedestrian bridge over a DelDOT roadway. Right-of-way use and occupancy agreements are typically developed outside of the project development process. These agreements are typically, approved, and managed by DelDOT’s Roadside Environmental Program within the Division of Maintenance and Operations.</li>		<li><b>Right-of-way use and occupancy agreements</b> – Private use of the right-of-way is permitted only under very specific circumstances. When it is deemed appropriate to do so, DelDOT may enter an agreement with the private entity. These agreements are provided to accommodate private infrastructure within the State’s right-of-way and assume responsibility for their maintenance. These agreements are typically for a finite duration which will allow DelDOT to re-evaluate the right-of-way occupancy in the future. An example of a right-of-way use and occupancy agreement is an agreement between DelDOT and a private entity to allow the private entity to install a pedestrian bridge over a DelDOT roadway. Right-of-way use and occupancy agreements are typically developed outside of the project development process. These agreements are typically, approved, and managed by DelDOT’s Roadside Environmental Program within the Division of Maintenance and Operations.</li>
	<li><b>Maintenance agreements</b> – DelDOT will enter into agreements with public and private entities to establish maintenance roles and responsibilities between the parties. An example of a maintenance agreement is for landscaping installed within municipal limits as part of a DelDOT project. The development of maintenance agreements is considered a part of the project development process when they are required for a project. The design team must work with representatives from the Division of Maintenance and Operations on development of the agreement as well as with the Right-of-Way section to ensure acquisition of the necessary and appropriate property rights.</li>		<li><b>Maintenance agreements</b> – DelDOT will enter into agreements with public and private entities to establish maintenance roles and responsibilities between the parties. An example of a maintenance agreement is for landscaping installed within municipal limits as part of a DelDOT project. The development of maintenance agreements is considered a part of the project development process when they are required for a project. The design team must work with representatives from the Division of Maintenance and Operations on development of the agreement as well as with the Right-of-Way section to ensure acquisition of the necessary and appropriate property rights.</li>
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	<h4>		<h4>
	5.2.3.2 Stormwater Management Joint Use Agreements		5.2.3.3 Stormwater Management Joint Use Agreements
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	An environmental assessment (EA) is performed in consultation with the administering federal agency for actions which cannot be classified as either a CE (see [[Chapter 5 - Stakeholder Management#5.3.2.1.1 Categorical Exclusions (CEs)\|Section 5.3.2.1.1]]) or an EIS (see [[Chapter 5 - Stakeholder Management#5.3.2.1.2 Environmental Impact Statement (EIS)\|Section 5.3.2.1.2]]) and the level of environmental impacts do not have a reasonably foreseeable significant effect on the quality of the human environment or for which the significance of the environmental impact is unknown. In accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.138(a)(2)], an EA for a non-major project is to be completed within one-year of its class of action determination while EAs for major projects are permitted to take two-years. [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.138(b)(2)] limits the length of EAs to 75 pages. The process for conducting an EA is described in detail in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.119]. EAs require consultation with interested agencies and other stakeholders as well as public involvement. If at any point during the EA process, the administering federal agency or DelDOT determines that the action is likely to have a significant impact on the environment, the preparation of an EIS as described in [[Chapter 5 - Stakeholder Management#5.3.2.1.2 Environmental Impact Statement (EIS)\|Section 5.3.2.1.2]] will be required. If no significant impact is discovered during the EA process, DelDOT must provide the EA documentation to the administering agency and recommend the issuance of a Finding of No Significant Impacts (FONSI), which would serve as the project’s environmental documentation. When performed, EAs ~~should~~ be developed using a tiered approach as discussed in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.111(g)]. Tiering an environmental analysis can help avoid duplication and help sharpen the focus on issues and effects. For transportation projects, the first tier would focus on broad programmatic, corridor, or system level issues such as general location, mode choice, and areawide air quality and land use implications of the major alternatives. The second tier would address site-specific details on a project's reasonably foreseeable impacts, costs, and mitigation measures after a tier I establishes parameters for a second tier analysis. EAs are rarely performed for transportation projects in Delaware. All final FONSI documents are to be posted to the project’s website until the project is constructed and open for operation.		An environmental assessment (EA) is performed in consultation with the administering federal agency for actions which cannot be classified as either a CE (see [[Chapter 5 - Stakeholder Management#5.3.2.1.1 Categorical Exclusions (CEs)\|Section 5.3.2.1.1]]) or an EIS (see [[Chapter 5 - Stakeholder Management#5.3.2.1.2 Environmental Impact Statement (EIS)\|Section 5.3.2.1.2]]) and the level of environmental impacts do not have a reasonably foreseeable significant effect on the quality of the human environment or for which the significance of the environmental impact is unknown. In accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.138(a)(2)], an EA for a non-major project is to be completed within one-year of its class of action determination while EAs for major projects are permitted to take two-years. [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.138(b)(2)] limits the length of EAs to 75 pages. The process for conducting an EA is described in detail in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.119]. EAs require consultation with interested agencies and other stakeholders as well as public involvement. If at any point during the EA process, the administering federal agency or DelDOT determines that the action is likely to have a significant impact on the environment, the preparation of an EIS as described in [[Chapter 5 - Stakeholder Management#5.3.2.1.2 Environmental Impact Statement (EIS)\|Section 5.3.2.1.2]] will be required. If no significant impact is discovered during the EA process, DelDOT must provide the EA documentation to the administering agency and recommend the issuance of a Finding of No Significant Impacts (FONSI), which would serve as the project’s environmental documentation. When performed, EAs may be developed using a tiered approach as discussed in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.111(g)]. Tiering an environmental analysis can help avoid duplication and help sharpen the focus on issues and effects. For transportation projects, the first tier would focus on broad programmatic, corridor, or system level issues such as general location, mode choice, and areawide air quality and land use implications of the major alternatives. The second tier would address site-specific details on a project's reasonably foreseeable impacts, costs, and mitigation measures after a tier I establishes parameters for a second tier analysis. EAs are rarely performed for transportation projects in Delaware. All final FONSI documents are to be posted to the project’s website until the project is constructed and open for operation.
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	Impacts to protected resources must be evaluated as part of the project development process. Impacts are defined as “changes to the environment from the proposed action that are reasonably foreseeable”. ~~There~~ are ~~three different categories~~ of impacts:		Impacts to protected resources must be evaluated as part of the project development process. Impacts are defined as “changes to the environment from the proposed action that are reasonably foreseeable”. This includes impacts that occur at the same time and place of the action as well as those which occur later in time or farther removed from the action which are a result of the action. Additionally, impacts of other past, present, and reasonably foreseeable actions, regardless of what agency or person undertakes such actions, are to be considered as well.
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	The proposed use of land from an historic resource on or eligible for the National Register will additionally require an evaluation and approval under Section 4(f) of the DOT Act of 1966. The regulatory requirements for 4(f) properties are contained in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774]. Section 4(f) also applies to all archeological sites on or eligible for the National Register and which warrant preservation in place in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.11(f)]. A 4(f) property will only be approved for use by FHWA if it is determined there is no feasible and prudent alternative and that the action includes all possible planning to minimize harm to the property, or FHWA makes a finding that the project has a de minimis impact on the property as defined by [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.17].		The proposed use of land from an historic resource on or eligible for the National Register will additionally require an evaluation and approval under Section 4(f) of the DOT Act of 1966. The regulatory requirements for 4(f) properties are contained in [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774]. Section 4(f) also applies to all archeological sites on or eligible for the National Register and which warrant preservation in place in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.11(f)]. A 4(f) property will only be approved for use by FHWA if it is determined there is no feasible and prudent alternative and that the action includes all possible planning to minimize harm to the property, or FHWA makes a finding that the project has a <i>de minimis</i> impact on the property as defined by [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-774 23 CFR 774.17].
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	5.3.2.3 Re-Evaluation		5.3.2.3 Re-Evaluation
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			<td>[https://deldot.gov/Business/drc/pdfs/environmental/FHWA-DelDOT-Programmatic-Agreement-Categorical-Exclusions.pdf?cache=1700664921129 FHWA Programmatic Agreement Regarding CEs]</td>
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	NEPA documents and previous decisions and determinations are to be periodically re-evaluated within the project development process in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.129]. Re-evaluations are to occur prior to new approvals (e.g. authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications and estimates), amending any previously approved aspect of an action, and after federally prescribed timeframes are exceeded. Re-evaluations are performed to assess whether the approved environmental document remains valid for the requested action or if additional analysis and/or documentation is necessary. During a re-evaluation, attention is given to determine what changes have occurred in the project and the study area including changes in the design or scope of a project that may result in environmental impacts not previously evaluated, new or modified laws and regulations, new information or circumstances that may result in environmental impacts not previously evaluated, or any new information in general. The finding or conclusion of a re-evaluation is that the NEPA decision or documentation is valid or that additional analysis is required. Categorical exclusion re-evaluations are to be performed by DelDOT’s Environmental Stewardship Office staff in accordance with the DelDOT and FHWA [https://deldot.gov/Business/drc/pdfs/environmental/FHWA-DelDOT-Programmatic-Agreement-Categorical-Exclusions.pdf?cache=1764241917715 programmatic agreement] for categorical exclusions. When necessary, supplemental EISs are to be completed in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.130].		NEPA documents and previous decisions and determinations are to be periodically re-evaluated within the project development process in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.129]. Re-evaluations are to occur prior to new approvals (e.g. authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications and estimates), amending any previously approved aspect of an action, and after federally prescribed timeframes are exceeded. Re-evaluations are performed to assess whether the approved environmental document remains valid for the requested action or if additional analysis and/or documentation is necessary. During a re-evaluation, attention is given to determine what changes have occurred in the project and the study area including changes in the design or scope of a project that may result in environmental impacts not previously evaluated, new or modified laws and regulations, new information or circumstances that may result in environmental impacts not previously evaluated, or any new information in general. The finding or conclusion of a re-evaluation is that the NEPA decision or documentation is valid or that additional analysis is required. Categorical exclusion re-evaluations are to be performed by DelDOT’s Environmental Stewardship Office staff in accordance with the DelDOT and FHWA [https://deldot.gov/Business/drc/pdfs/environmental/FHWA-DelDOT-Programmatic-Agreement-Categorical-Exclusions.pdf?cache=1764241917715 programmatic agreement] for categorical exclusions. When necessary, supplemental EISs are to be completed in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.130].

BBarnard at 21:10, 25 February 2026

2026-02-25T21:10:23Z

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	<b>Plan stakeholder management </b> – The next step in the stakeholder management process is to develop appropriate management strategies to effectively engage stakeholders throughout the project development process. This requires analyzing each stakeholder’s individual needs, interests, interdependencies, influence, and potential impact on project success.		<b>Plan stakeholder management</b> – The next step in the stakeholder management process is to develop appropriate management strategies to effectively engage stakeholders throughout the project development process. This requires analyzing each stakeholder’s individual needs, interests, interdependencies, influence, and potential impact on project success.
	</li>		</li>
	<li>		<li>
	<b>Stakeholder engagement </b> – Once a management plan has been created, the project team can implement their plan and begin communicating and working with the project stakeholders to meet their needs/ expectations, address issues as they occur, and foster a cooperative and engaging rapport. Stakeholder engagement is to be documented and saved appropriately in project files.		<b>Stakeholder engagement</b> – Once a management plan has been created, the project team can implement their plan and begin communicating and working with the project stakeholders to meet their needs/ expectations, address issues as they occur, and foster a cooperative and engaging rapport. Stakeholder engagement is to be documented and saved appropriately in project files.
	</li>		</li>
	<li>		<li>
	<b>Monitor stakeholder engagement </b> – The final step is to monitor the effectiveness of the project’s stakeholder management and to make adjustments as needed to ensure effective coordination.		<b>Monitor stakeholder engagement</b> – The final step is to monitor the effectiveness of the project’s stakeholder management and to make adjustments as needed to ensure effective coordination.
	</li>		</li>
	</ul>		</ul>
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	</ul>		</ul>
	<p>		<p>
	The importance of performing public engagement is also recognized at the federal level with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-E/part-450 23 CFR 450.210] and [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.111] requiring that state Departments of Transportation (DOTs) maintain a documented public involvement procedures. DelDOT’s public involvement policy is contained within Policy Implement O-03 entitled <u><i>DelDOT Public Involvement Policy</i></u>. A key tenant of the federal requirements is that state DOTs provide early and continuing public engagement opportunities within the project development process. This early and continuing public engagement both encourages meaningful stakeholder participation and promotes cost-effectiveness as it ensures community values and needs are incorporated early in the project development process. Accordingly, the design team should take a proactive public engagement approach which includes developing a public involvement plan shortly after project initiation. The public involvement plan should be tailored to the individual project as reliance on a one-size-fits-all method of engagement is counterproductive to the goals of meaningful public involvement. DelDOT provides a standard [https://deldot.gov/Business/drc/pd_files/plan_development/00_pd_process_project_public_involvement_plan.pdf?cache=1718668621235 Project Public Involvement Plan Worksheet] to assist the design team in identifying and then developing the key components of their public involvement plan. The public involvement plan can include, but is not limited to, the following components:		The importance of performing public engagement is also recognized at the federal level with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-E/part-450 23 CFR 450.210] and [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-H/part-771 23 CFR 771.111] requiring that state Departments of Transportation (DOTs) maintain documented public involvement procedures. DelDOT’s public involvement policy is contained within Policy Implement O-03 entitled <u><i>DelDOT Public Involvement Policy</i></u>. A key tenant of the federal requirements is that state DOTs provide early and continuing public engagement opportunities within the project development process. This early and continuing public engagement both encourages meaningful stakeholder participation and promotes cost-effectiveness as it ensures community values and needs are incorporated early in the project development process. Accordingly, the design team should take a proactive public engagement approach which includes developing a public involvement plan shortly after project initiation. The public involvement plan should be tailored to the individual project as reliance on a one-size-fits-all method of engagement is counterproductive to the goals of meaningful public involvement. DelDOT provides a standard [https://deldot.gov/Business/drc/pd_files/plan_development/00_pd_process_project_public_involvement_plan.pdf?cache=1718668621235 Project Public Involvement Plan Worksheet] to assist the design team in identifying and then developing the key components of their public involvement plan. The public involvement plan can include, but is not limited to, the following components:
	</p>		</p>
	<ul>		<ul>
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	5.1.2.5 Americans with Disabilities Act (ADA) Considerations		5.1.2.5 Americans with Disabilities Act (ADA) Considerations
	</h4>		</h4>
	<table class="wikitable" cellpadding="15" style="text-align:center;width: 45%;margin-left:auto;margin-right:auto;float:right">		<!-- <table class="wikitable" cellpadding="15" style="text-align:center;width: 45%;margin-left:auto;margin-right:auto;float:right">
	<caption style="caption-side:bottom;font-size: 12px;text-align: left;"></caption>		<caption style="caption-side:bottom;font-size: 12px;text-align: left;"></caption>
	<tr>		<tr>
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	<td>Policy Implement O-03: Public Involvement Policy</td>		<td>Policy Implement O-03: Public Involvement Policy</td>
	</tr>		</tr>
	</table>		</table> -->
	<p>		<p>
	Title II of the Americans with Disabilities Act (ADA) requires that state and local governments provide individuals with disabilities an equal opportunity to benefit from all government programs, services, and activities. The project team must be cognizant of this requirement throughout the public engagement process. DelDOT’s ADA Title II Coordinator can be used as a resource to determine the ADA requirements associated with any individual component of a project’s public engagement process. Key considerations during the public engagement process include the following:		Title II of the Americans with Disabilities Act (ADA) requires that state and local governments provide individuals with disabilities an equal opportunity to benefit from all government programs, services, and activities. The project team must be cognizant of this requirement throughout the public engagement process. DelDOT’s ADA Title II Coordinator can be used as a resource to determine the ADA requirements associated with any individual component of a project’s public engagement process. Key considerations during the public engagement process include the following:

BBarnard at 17:53, 4 February 2026

2026-02-04T17:53:31Z

← Older revision		Revision as of 17:53, 4 February 2026
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	</table>		</table>
	<p>		<p>
	Human and built environment resources are elements that are a direct result of some form of human intervention or creation and are therefore not naturally occurring. Performing public outreach during the planning and project development process is an integral part of assessing a planned action’s effect on the human and built environment and also in evaluating measures to avoid, minimize or mitigate the effect. DelDOT’s required level of public involvement during the project development process is detailed in DelDOT Policy Implement O-~~003~~ entitled <i><u>Public Involvement Policy</u></i> and is discussed in more detail in [[Chapter 5 - Stakeholder Management#5.1 Public Engagement\|Section 5.1]].		Human and built environment resources are elements that are a direct result of some form of human intervention or creation and are therefore not naturally occurring. Performing public outreach during the planning and project development process is an integral part of assessing a planned action’s effect on the human and built environment and also in evaluating measures to avoid, minimize or mitigate the effect. DelDOT’s required level of public involvement during the project development process is detailed in DelDOT Policy Implement O-03 entitled <i><u>Public Involvement Policy</u></i> and is discussed in more detail in [[Chapter 5 - Stakeholder Management#5.1 Public Engagement\|Section 5.1]].
	</p>		</p>
	<!-- <p>		<!-- <p>

BBarnard at 17:28, 4 February 2026

2026-02-04T17:28:24Z

← Older revision		Revision as of 17:28, 4 February 2026
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	</h3>		</h3>
	<p>		<p>
	Once DelDOT’s existing maintenance responsibilities have been determined in accordance with [[Chapter 5 - Stakeholder Management#5.2.2 Maintenance Responsibility and Existing Agreement Assessment\|Section 5.2.2]],the project team can assess a project’s scope and proposed work to determine if any agreements are required. In general, the design team will serve in a support role during the agreement development process. This may include developing displays to be included in the agreement and facilitating discussions between the parties. At a minimum, the party being given additional maintenance responsibility should be made aware of the new obligations. Additionally, the design team may be required to perform coordination activities between parties and to review any draft agreements for accuracy and consistency.		Once DelDOT’s existing maintenance responsibilities have been determined in accordance with [[Chapter 5 - Stakeholder Management#5.2.2 Maintenance Responsibility and Existing Agreement Assessment\|Section 5.2.2]], the project team can assess a project’s scope and proposed work to determine if any agreements are required. In general, the design team will serve in a support role during the agreement development process. This may include developing displays to be included in the agreement and facilitating discussions between the parties. At a minimum, the party being given additional maintenance responsibility should be made aware of the new obligations. Additionally, the design team may be required to perform coordination activities between parties and to review any draft agreements for accuracy and consistency.
	</p>		</p>
	<p>		<p>
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	</table>		</table>
	<p>		<p>
	Once the task proposal is considered acceptable, the Project Manager will need to assess the project’s authorized funding to determine whether processing the vendor proposal will require additional authorized funding. When additional funds are required, the Project Manager will need to complete and submit the [https://www.deldot.gov/Business/drc/forms/funding_increase_form.xlsx Funding Increase Request Form] as further described [[Chapter 5 - Stakeholder Management#5.8.7 Project Cost Increases\|Section 5.8.7]]. Once the project’s authorized funding has been assessed and the necessary steps performed, the Project Manager can submit the proposal and a completed [https://deldot.gov/Business/drc/forms/transportation_solutions_funding_request.pdf?cache=1692186180259 Funding Request Form] to the appropriate Department mailboxes as shown in Table 5.8.4.3 for processing. The Project Manager should also attach the funding increase request email to the funding request email in cases where additional authorized funds were required to expedite the process. The subject line of the email sent to Department mailboxes shown in Table 5.8.4.3 should be the Agreement number, task number, and then supplemental number if applicable. The body of the email submitted should include the following text: <i>“The attached proposal has been reviewed and found acceptable. Please proceed with the NTP process”</i>. If the proposal being submitted is for a purchase order modification, the email should also make it clear that the proposal is to be processed as a purchase order modification. Several DelDOT sections, including the Traffic section and Utilities section, delegate these funding ~~assessment~~ and processing activities to dedicated section staff members.		Once the task proposal is considered acceptable, the Project Manager will need to assess the project’s authorized funding to determine whether processing the vendor proposal will require additional authorized funding. When additional funds are required, the Project Manager will need to complete and submit the [https://www.deldot.gov/Business/drc/forms/funding_increase_form.xlsx Funding Increase Request Form] as further described [[Chapter 5 - Stakeholder Management#5.8.7 Project Cost Increases\|Section 5.8.7]]. Once the project’s authorized funding has been assessed and the necessary steps performed, the Project Manager can submit the proposal and a completed [https://deldot.gov/Business/drc/forms/transportation_solutions_funding_request.pdf?cache=1692186180259 Funding Request Form] to the appropriate Department mailboxes as shown in Table 5.8.4.3 for processing. The Project Manager should also attach the funding increase request email to the funding request email in cases where additional authorized funds were required to expedite the process. The subject line of the email sent to Department mailboxes shown in Table 5.8.4.3 should be the Agreement number, task number, and then supplemental number if applicable. The body of the email submitted should include the following text: <i>“The attached proposal has been reviewed and found acceptable. Please proceed with the NTP process”</i>. If the proposal being submitted is for a purchase order modification, the email should also make it clear that the proposal is to be processed as a purchase order modification. Several DelDOT sections, including the Traffic section and Utilities section, delegate these funding assessments and processing activities to dedicated section staff members.
	</p>		</p>
	<table class="wikitable" cellpadding="15" style="text-align:center; width: 90%; margin-left:auto; margin-right:auto;">		<table class="wikitable" cellpadding="15" style="text-align:center; width: 90%; margin-left:auto; margin-right:auto;">
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	</p>		</p>
	<p>		<p>
	To process the invoice, the Project Manager should follow the circulation process that is shown in the invoice circulation tracking sheet. Once circulation has completed, the invoice is to be sent to DelDOT’s [mailto:~~DOT_TranSolutions_Payment~~@delaware.gov DOT_TranSolutions_Payment@delaware.gov] mailbox. In addition, final invoices should be sent to the [mailto:DOT.auditmanagement@delaware.gov DOT.auditmanagement@delaware.gov] mailbox as well.		To process the invoice, the Project Manager should follow the circulation process that is shown in the invoice circulation tracking sheet. Once circulation has completed, the invoice is to be sent to DelDOT’s [mailto:DOT_TransSolutions_Payment@delaware.gov DOT_TranSolutions_Payment@delaware.gov] mailbox. In addition, final invoices should be sent to the [mailto:DOT.auditmanagement@delaware.gov DOT.auditmanagement@delaware.gov] mailbox as well.
	</p>		</p>
	<p>		<p>
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	</table>		</table>
	<p>		<p>
	Natural disasters or catastrophic network failure from an external cause may lead to the need for the creation of an immediate project. Federal Emergency Relief program funding through the in-effect federal authorization act provides funds for emergency repairs and permanent repairs to Federal-aid highways typically either at a 100% or 90% federal share. The Emergency Relief program is established under [https://uscode.house.gov/view.xhtml?req=granuleid:USC-prelim-title23-section125&num=0&edition=prelim 23 U.S.C. 125] ~~and~~ FHWA provides an [https://www.fhwa.dot.gov/reports/erm/er.pdf?_gl=1btvet9_gaMTYzMTk4OTcwMy4xNjQ0MzM3ODUz_ga_VW1SFWJKBB*MTczMDU2NTU2MS4yNzQuMS4xNzMwNTY1NTc1LjAuMC4w Emergency Relief Manual] for reference as well. As with other activities, these projects require an identifiable presence in the STIP, NEPA document prepared and approved if using federal funds, and FMIS approval if using federal funds. DelDOT’s [https://deldot.gov/Business/drc/misc_files/modification_procedures_for_stip_and_tip.pdf Memorandum of Understanding (MOU)] with Wilmington Area Planning Council (WILMAPCO), Dover/ Kent County MPO (DKCMPO), Salisbury/Wicomico MPO (SWMPO), Sussex County, FHWA, and FTA outlines procedures for including projects on the STIP that are a result of a State Declared Emergency. By their nature, emergency projects are time sensitive. The project team should immediately notify the Division of Finance and the Environmental Stewardship ~~section~~ as soon as it is determined that an emergency project or repair exists that requires non-operating funds. The design team should also work expeditiously to determine an approximate project cost so that funding arrangements can be made.		Natural disasters or catastrophic network failure from an external cause may lead to the need for the creation of an immediate project. Federal Emergency Relief program funding through the in-effect federal authorization act provides funds for emergency repairs and permanent repairs to Federal-aid highways typically either at a 100% or 90% federal share. The Emergency Relief program is established under [https://uscode.house.gov/view.xhtml?req=granuleid:USC-prelim-title23-section125&num=0&edition=prelim 23 U.S.C. 125] with implementing regulations included 23 CFR 668. Additionally, FHWA provides an [https://www.fhwa.dot.gov/reports/erm/er.pdf?_gl=1btvet9_gaMTYzMTk4OTcwMy4xNjQ0MzM3ODUz_ga_VW1SFWJKBB*MTczMDU2NTU2MS4yNzQuMS4xNzMwNTY1NTc1LjAuMC4w Emergency Relief Manual] for reference as well. As with other activities, these projects require an identifiable presence in the STIP, NEPA document prepared and approved if using federal funds, and FMIS approval if using federal funds. DelDOT’s [https://deldot.gov/Business/drc/misc_files/modification_procedures_for_stip_and_tip.pdf Memorandum of Understanding (MOU)] with Wilmington Area Planning Council (WILMAPCO), Dover/ Kent County MPO (DKCMPO), Salisbury/Wicomico MPO (SWMPO), Sussex County, FHWA, and FTA outlines procedures for including projects on the STIP that are a result of a State Declared Emergency. By their nature, emergency projects are time sensitive. The project team should immediately notify the Division of Finance and the Environmental Stewardship Office as soon as it is determined that an emergency project or repair exists that requires non-operating funds. The design team should also work expeditiously to determine an approximate project cost so that funding arrangements can be made.
	</p>		</p>
	<h3>		<h3>
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	</p>		</p>
	<ol>		<ol>
	<li>The procedures to be used to excavate and stage the contaminated ~~materia~~,</li>		<li>The procedures to be used to excavate and stage the contaminated material,</li>
	<li>The licensed treatment/disposal facility where DelDOT will ship the contaminated material,</li>		<li>The licensed treatment/disposal facility where DelDOT will ship the contaminated material,</li>
	<li>The method the material will be transported to the treatment/disposal facility, and</li>		<li>The method the material will be transported to the treatment/disposal facility, and</li>

BBarnard at 21:30, 3 February 2026

2026-02-03T21:30:44Z

← Older revision		Revision as of 21:30, 3 February 2026
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	</table>		</table>
	<p>		<p>
	The land use along DelDOT’s roadways is constantly evolving as land developments are continually being planned, designed, permitted, and constructed. The design team should monitor development activities within, or near, DelDOT ~~project’s~~ limits so that design and construction can be coordinated to minimize impacts to the travelling public and to ensure efficient use of funds and resources. The design team’s coordination with adjacent property development projects is typically moderated through DDelDOT’s Development Coordination section.		The land use along DelDOT’s roadways is constantly evolving as land developments are continually being planned, designed, permitted, and constructed. The design team should monitor development activities within, or near, DelDOT project limits so that design and construction can be coordinated to minimize impacts to the travelling public and to ensure efficient use of funds and resources. The design team’s coordination with adjacent property development projects is typically moderated through DDelDOT’s Development Coordination section.
	</p>		</p>
	<p>		<p>
	The Development Coordination section reviews and approves Record Plans and Entrance/ Construction Plans for development projects proposing access and improvements to DelDOT’s transportation network. When development plans (Record and Entrance/ Construction) ~~are submitted for review~~, the Development Coordination section Subdivision Reviewer ~~will cross-reference the plans to various DelDOT datasets of projects to~~ determine if there are any active or planned DelDOT projects in the vicinity of the development project. In all cases, the Development Coordination section ~~will supply the development plans to the pertinent design team~~ via the Planning Development Coordination Application (PDCA) ~~to begin the coordination process. The Development Coordination section will also distribute~~ the development plans to various designated representatives within design groups throughout DelDOT who can further coordinate any potential overlaps within their individual groups. The design team can also take a proactive approach when deemed appropriate by contacting the Subdivision Reviewer listed in Development Coordination’s [https://deldot.gov/Business/subdivisions/pdfs/StateMap.pdf?cache=1717343781621 Statewide Plan Review Map] to determine if any active development projects are currently in the Development Coordination section’s review and approval process within the vicinity of a planned DelDOT project.		The Development Coordination section reviews and approves Record Plans and Entrance/ Construction Plans for development projects proposing access and improvements to DelDOT’s transportation network. When development plans (Record and Entrance/ Construction), the Development Coordination section Subdivision Reviewer should determine if there are any active or planned DelDOT projects in the vicinity of the development project and should begin the coordination process with the pertinent design team. In all cases, the Development Coordination section should distribute via the Planning Development Coordination Application (PDCA), the development plans to various designated representatives within design groups throughout DelDOT who can further coordinate any potential overlaps within their individual groups. The design team can also take a proactive approach when deemed appropriate by contacting the Subdivision Reviewer listed in Development Coordination’s [https://deldot.gov/Business/subdivisions/pdfs/StateMap.pdf?cache=1717343781621 Statewide Plan Review Map] to determine if any active development projects are currently in the Development Coordination section’s review and approval process within the vicinity of a planned DelDOT project.
	</p>		</p>
	<div class="tab"> <!--h3-->		<div class="tab"> <!--h3-->
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	</p>		</p>
	<ul>		<ul>
	<li><b>Construction Engineering</b> – This phase is used to pay for services required from the ~~engineer~~ of ~~record~~ during the construction administration of a project. This includes attending meetings, reviewing requests for information (RFIs) and shop drawings, and processing revisions or other contract changes.</li>		<li><b>Construction Engineering</b> – This phase is used to pay for services required from the Engineer of Record during the construction administration of a project. This includes attending meetings, reviewing requests for information (RFIs) and shop drawings, and processing revisions or other contract changes.</li>
	<li><b>Construction Inspection</b> – DelDOT will inspect contract work and materials during the construction phase of the project. The purpose of these inspection activities is outlined in DelDOT’s Standard Specifications. This phase is used to pay for inspection services that are not otherwise accounted for within DelDOT’s operating budget.</li>		<li><b>Construction Inspection</b> – DelDOT will inspect contract work and materials during the construction phase of the project. The purpose of these inspection activities is outlined in DelDOT’s Standard Specifications. This phase is used to pay for inspection services that are not otherwise accounted for within DelDOT’s operating budget.</li>
	<li><b>Contingency</b> – Money in this phase is set aside to pay for unaccounted for costs.</li>		<li><b>Contingency</b> – Money in this phase is set aside to pay for unaccounted for costs.</li>
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	</h3>		</h3>
	<p>		<p>
	A purchase order is a document that holds a specific sum of allotted money to be paid to a specific vendor for a specific project or purchase. Purchase orders can only be processed after a project’s funding has been ~~setup~~ in accordance with the procedures listed in [[Chapter 5 - Stakeholder Management#5.8.3 Establishing Project Funding\|Section 5.8.3]]. Purchase orders are established only after a proposal, contract, or other requisition has been submitted and that exact value encumbered. Encumbering is an accounting procedure that sets aside funds for commitments related to unperformed contracts for goods and services with a specific vendor which thereby ensures the availability of funds when payment is requested. Notices to proceed (NTPs) are issued by DelDOT’s Division of Finance’s Contract Administration section only after purchase orders have reconciled in FACTS and in FSF.		A purchase order is a document that holds a specific sum of allotted money to be paid to a specific vendor for a specific project or purchase. Purchase orders can only be processed after a project’s funding has been set up in accordance with the procedures listed in [[Chapter 5 - Stakeholder Management#5.8.3 Establishing Project Funding\|Section 5.8.3]]. Purchase orders are established only after a proposal, contract, or other requisition has been submitted and that exact value encumbered. Encumbering is an accounting procedure that sets aside funds for commitments related to unperformed contracts for goods and services with a specific vendor which thereby ensures the availability of funds when payment is requested. Notices to proceed (NTPs) are issued by DelDOT’s Division of Finance’s Contract Administration section only after purchase orders have reconciled in FACTS and in FSF.
	</p>		</p>
	<p>		<p>
	Purchase orders for professional services can either be created through new task proposals or can be created through supplemental task proposals. Additionally, purchase orders can be modified throughout their lives when required based on the project’s needs. Selection of a project funding mechanism is a choice that is left to the Project Manager and is typically a function of tracking preference. If applicable, the Project Manager can coordinate with their section’s finance representative to determine how to best fund the professional service. Regardless of the mechanism chosen, the associated documentation is to be sufficient to allow for proper tracking. The methods for creating new and altering existing purchase orders is described below:		Purchase orders for professional services can either be created through new task proposals or can be created through supplemental task proposals. Additionally, purchase orders can be modified throughout their lives when required based on the project’s needs. Selection of a project funding mechanism is a choice that is left to the Project Manager and is typically a function of tracking preference. If applicable, the Project Manager can coordinate with their section’s finance representative to determine how to best fund the professional service. Regardless of the mechanism chosen, the associated documentation is to be sufficient to allow for proper tracking. The methods for creating new and altering existing purchase orders are described below:
	</p>		</p>
	<ul>		<ul>
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	</h4>		</h4>
	<p>		<p>
	The Project Manager should review cost plus fixed fee professional service proposals upon receipt to ensure the scope of the work and tasks within the blank person-hour estimate are accurate and in-line with the Project Manager’s expectations. The Project Manager will communicate all comments on the draft scope of work and blank person-hour estimate to the vendor until all comments are sufficiently addressed. At this point, the Project Manager will prepare an independent person-hour estimate for the project that must be signed and dated. The vendor will then submit their person-hour estimate to the Project Manager who will then compare the estimates. The acceptability of the vendor’s proposal will be based on the following two guidelines:		The Project Manager should review cost plus fixed fee professional service proposals upon receipt to ensure the scope of the work and tasks within the blank person-hour estimate are accurate and in line with the Project Manager’s expectations. The Project Manager will communicate all comments on the draft scope of work and blank person-hour estimate to the vendor until all comments are sufficiently addressed. At this point, the Project Manager will prepare an independent person-hour estimate for the project that must be signed and dated. The vendor will then submit their person-hour estimate to the Project Manager who will then compare the estimates. The acceptability of the vendor’s proposal will be based on the following two guidelines:
	</p>		</p>
	<ol>		<ol>
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	<li><b>Overhead</b> – Considers the vendor’s expenses that are not directly attributable to a project. Overhead expenses include costs incurred related to maintaining and operating a business and not allocable to a specific project. Vendors are required to have an independent auditor complete a Federal Acquisition Regulation (FAR) compliant indirect cost rate review and submit the report to DelDOT’s Division of Finance once a year for approval. Once approved, this rate cannot be changed without submission of additional documentation and approval of the Audit Management section.</li>		<li><b>Overhead</b> – Considers the vendor’s expenses that are not directly attributable to a project. Overhead expenses include costs incurred related to maintaining and operating a business and not allocable to a specific project. Vendors are required to have an independent auditor complete a Federal Acquisition Regulation (FAR) compliant indirect cost rate review and submit the report to DelDOT’s Division of Finance once a year for approval. Once approved, this rate cannot be changed without submission of additional documentation and approval of the Audit Management section.</li>
	<li><b>Fixed fee</b> – The allowable fixed fee is intended to compensate the vendor for contingencies, interest on invested capital, readiness to serve, disallowed overhead items, and profit. This fee is negotiable but becomes fixed once agreed upon. The fixed fee varies with the scope, complexity, and duration of the project with its parameters being defined in the parent agreement.</li>		<li><b>Fixed fee</b> – The allowable fixed fee is intended to compensate the vendor for contingencies, interest on invested capital, readiness to serve, disallowed overhead items, and profit. This fee is negotiable but becomes fixed once agreed upon. The fixed fee varies with the scope, complexity, and duration of the project with its parameters being defined in the parent agreement.</li>
	<li><b>Direct expense</b> – Direct expenses are fees anticipated for the work which are billed at actual cost to DelDOT. Direct expenses can include mileage, living and ~~traveling~~ expenses when away from the home office on project-related business, printing, cost of materials directly assignable to the project, postage, parking fees, subconsultants, or other similar items.</li>		<li><b>Direct expense</b> – Direct expenses are fees anticipated for the work which are billed at actual cost to DelDOT. Direct expenses can include mileage, living and travel expenses when away from the home office on project-related business, printing, cost of materials directly assignable to the project, postage, parking fees, subconsultants, or other similar items.</li>
	</ul>		</ul>
	<h4>		<h4>

BBarnard at 23:11, 2 February 2026

2026-02-02T23:11:28Z

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BBarnard at 21:36, 2 February 2026

2026-02-02T21:36:57Z

Show changes