Chapter 4 - Elements of Design

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Enhanced Table of Contents

This enhanced table of contents was created to assist staff in locating and then accessing the project development related information they are seeking. This enhanced table of contents provides a brief description of the individual sections of the manual and purposefully includes key words to make it simple to quickly search.

Chapter 1 – Introduction: This chapter defines the project development process and its goals. The section introduces its subsections which outline the manual’s intended uses, limitations, and update process.

Section 1.1 – Federal and State Requirements: This section presents the framework of the laws, regulations, and other regulatory agency policy or advisory guidance at both the state and federal level which direct the DelDOT project development process. The section introduces the FHWA Federal-aid Highway Program and the DelDOT and FHWA Stewardship and Oversight agreement and its role in defining the DelDOT project development process.

Section 1.2 [NEEDS LINK] – Applicability to Local Public Agencies: This section establishes the manual’s applicability to local public agencies.

Section 1.3 – References to Other Resources: This section clarifies that the manual is not intended to replace other source documents referenced throughout the manual.

Section 1.3.1 – DelDOT Developed Resource Documents: This section lists and describes the resource documents DelDOT utilizes including manuals, Design Guidance Memorandums (DGMs), Policy Implements (PIs), Engineering Instructions (EIs), formal memorandums, and other guidance documents. The section also provides several considerations for the assigned update team when revising these DelDOT developed resource documents.

Section 1.4 – Developing and Maintaining the Project Development Manual: This section outlines the process and committees used to develop the DelDOT Project Development Manual and establishes the process which DelDOT will use to maintain the Project Development Manual.

Chapter 2 – Project Origination and Planning: This chapter details the process that DelDOT uses to plan and prioritize projects.

Section 2.1 – Planning Standards: This section describes the federal planning standards that a state must follow to be eligible for federal funding through the Federal-aid Highway Program.

Section 2.1.1 – Contributing Organizations: This section defines the entities involved in the federal planning and programming process as well as describes their responsibilities.

Section 2.1.1.1 – Metropolitan Planning Organizations

Section 2.1.1.2 – Regional Transportation Planning Organizations (RTPOs) and Local Governments

Section 2.1.1.3 – Public Transportation Operators

Section 2.1.1.4 – Council on Transportation

Section 2.1.2 – Performance-Based Approach: DelDOT is required to utilize a performance-based prioritization process in accordance with state and federal requirements. This section defines these requirements and describes the processes DelDOT has implemented.

Section 2.1.3 – Public Involvement: Public involvement is required in the transportation infrastructure planning and programming process as their outcome has significant impact on communities. This section defines the public involvement processes DelDOT has implemented to ensure proactive and well-thought-out public engagement.

Section 2.1.4 – Deliverables: DelDOT’s planning process will result in the creation of numerous deliverables. This section describes the two deliverables required of DelDOT by federal and state law.

Section 2.1.4.1 – Long-Range Transportation Plan: This planning deliverable is intended to guide DelDOT in creating principles, policies, and performance measures meeting the State’s long-range economic, transportation, development, and sustainability goals over the forecast period.

Section 2.1.4.2 – Statewide Transportation Improvement Program (STIP): This planning deliverable defines a staged, multi-year, statewide intermodal investment program comprised of transportation projects and programs that are consistent with the Long-Range Transportation Plan.

Section 2.2 – Programs Generating DelDOT Projects: DelDOT maintains multiple programs across its Divisions which each have their own process for generating and prioritizing projects. This section defines the programs and the processes that are used to generate DelDOT projects.

Section 2.2.1 – Entities Outside of DelDOT: This section describes entities and programs outside of DelDOT which have potential to generate DelDOT projects.

Section 2.2.1.1 – MPO Planning Studies

Section 2.2.1.2 – Studies Generated by a Third Party

Section 2.2.1.3 – Projects Mandated to Complete

Section 2.2.2 – Division of Planning: DelDOT’s Division of Planning undertakes various planning level studies which could generate DelDOT projects. This section describes the individual planning programs overseen by the Division of Planning that may generate DelDOT projects.

Section 2.2.2.1 – Corridor Capacity Preservation Program

Section 2.2.2.2 – Multi-Modal Program: This section introduces its subsections which describe the individual programs managed within DelDOT’s Multi-Modal program.

Section 2.2.2.2.1 – Transportation Alternatives Program (TAP Program)

Section 2.2.2.2.2 – Bicycle and Pedestrian Program

Section 2.2.2.2.3 – Pedestrian Access Route Program (PAR Program)

Section 2.2.2.2.4 – Recreational Trails Program (RTP)

Section 2.2.2.3 – Transportation Improvement Districts (TIDs)

Section 2.2.2.4 – Aviation Planning

Section 2.2.2.5 – Freight Planning

Section 2.2.2.6 – Federal Land Access Program (FLAP)

Section 2.2.3 – Bridges and Structures Program: This section describes the three programs DelDOT uses to evaluate, plan, and prioritize structure maintenance throughout the State.

Section 2.2.3.1 – Bridge Program

Section 2.2.3.2 – Overhead Sign and High Mast Lighting Structures Program

Section 2.2.3.3 – Dam Program

Section 2.2.4 – Pavement Management Program

Section 2.2.5 – Traffic Engineering and Traffic Operations: This section introduces the specific strategic programs that DelDOT uses to identify operational and mobility deficiencies and potential safety related infrastructure improvement needs.

Section 2.2.5.1 – Traffic Calming Program

Section 2.2.5.2 – MUTCD Compliance Program

Section 2.2.5.3 – Highway Safety Improvement Program (HSIP): This section describes DelDOT’s federally required HSIP program and the individual programs it includes.

Section 2.2.5.3.1 – Hazard Elimination Program (HEP)

Section 2.2.5.3.2 – High-Risk Rural Roads Program

Section 2.2.5.3.3 – Highway Rail Grade Crossing (HRGX) Safety Program

Section 2.2.5.3.4 – Systemic Safety Programs

Section 2.2.5.4 – Railroad Program: This section introduces the individual programs that are included within DelDOT’s Railroad Program.

Section 2.2.5.4.1 – Statewide Railroad Rideability Program

Section 2.2.5.4.2 – Rail Preservation Maintenance Program

Section 2.2.5.4.3 – Railroad Capital Improvements

Section 2.2.5.5 [NEEDS LINK] – Intelligent Transportation Management Systems (ITMS)

Section 2.2.6 – Division of Maintenance and Operations (M&O): This section introduces the programs that are managed by DelDOT’s Division of Maintenance and Operations.

Section 2.2.6.1 – Community Transportation Fund

Section 2.2.6.2 – Transportation Facilities Program

Section 2.2.6.3 – Subdivision Street Pavement Management Program

Section 2.2.7 – Sustainability: This section describes the individual programs that DelDOT uses to plan and prioritize its sustainability program.

Section 2.2.7.1 – Resilience and Sustainability Program

Section 2.2.7.2 – Carbon Reduction Program

Section 2.2.7.3 – Electric Vehicle Charging Program

Section 2.2.8 – Transit Systems (Delaware Transit Corporation)

Chapter 3 – Project Initiation: This chapter documents the numerous tasks that a section must perform as part of the project initiation process once assigned a project.

Section 3.1 – Establishment of the Design Team: This section defines the role of the DelDOT Project Manager and the technical design staff assigned to develop a project. The section also provides considerations to be evaluated when assembling the design team.

Section 3.1.1 – Support Sections: This section defines DelDOT’s support sections and describes their role in the project development process.

Section 3.2 – Project Baselining: This section introduces the concept of project baselining and introduces its subsections.

Section 3.2.1 – Initial Project Baselining: This section establishes the interrelated elements of the initial project baselining effort.

Section 3.2.1.1 – Schedule

Section 3.2.1.2 – Budget

Section 3.2.1.3 – Initial Environmental Evaluation

Section 3.2.1.4 – Public Involvement Plan

Section 3.2.2 – Project Re-Baselining: This section emphasizes the importance of re-baselining projects and introduces its subsections.

Section 3.2.2.1 – Re-Baselining at Milestone Submissions: This section describes DelDOT’s policy of re-baselining projects within Unifier at each milestone submission.

Section 3.2.2.2 – Spend Updates: This section describes DelDOT’s policy of evaluating the actual rate of project expenditures compared to the expected expenditure rate in order to evaluate the accuracy of a project’s spending plan.

Section 3.3 – Project Number Request: This section describes the process to obtain a project number through DelDOT’s Unifier software.

Section 3.4 – Professional Services: This section introduces the concept of professional services and introduces its subsections.

Section 3.4.1 – Professional Services Procurement: This section introduces DelDOT’s Professional Services Procurement Manual and divides the project development professional services DelDOT procures into two categories.

Section 3.4.1.1 – Design Related Professional Services: This section introduces the professional service indefinite delivery/ indefinite quantity (IDIQ) contracts DelDOT utilizes for the typical project development services the Department requires. The section also describes the process DelDOT uses to setup tasks under an IDIQ professional service agreement.

Section 3.4.1.2 – Design Support Related Professional Services: This section discusses the design support related professional services DelDOT utilizes (i.e., soil borings, utility designation, test holes etc.). The section also describes considerations for using a design related professional services agreement for performance of this work.

Section 3.4.2 – Professional Services Management: This section summarizes the Project Manager’s responsibilities for managing professional service tasks.

Section 3.4.2.1 – Project Tracking: This section presents project tracking techniques that can be used by the Project Manager to forecast future project milestone submittal dates and associated costs. Techniques presented included performing regularly scheduled task progress meetings and invoice tracking. The section also describes the approval process for extra work.

Section 3.4.2.2 – Invoicing: This section outlines DelDOT’s procedures for verifying the accuracy of invoices within specified timeframes, as well as the processes involved in circulating and approving professional service invoices.

Section 3.4.2.2.1 [NEEDS LINK] – Fiscal Year End: This section notifies the Project Manager and DelDOT’s contracted professional service vendors to the end of the State fiscal year finance system shut down.

Section 3.4.2.3 – Quality Assurance: This section summarizes the Project Manager’s responsibility to perform quality assurance on project deliverables, to review and evaluate the services of the vendor annually, and to document the vendor’s performance at the end of the contract.

Section 3.4.2.4 – Closeout: This section establishes the process to closeout tasks upon completion or when DelDOT has decided to terminate the service before its completion.

Section 3.5 – Establishment of Project Directory: This section establishes the importance of using consistent project directories and describes DelDOT’s typical project development related directories.

Section 3.5.1 – ProjectWise

Section 3.5.2 [NEEDS LINK] – \\DOTFS08\CADD\Active Designs

Section 3.5.3 [NEEDS LINK] – \\DOTFS08\CADD\Active Contracts

Section 3.6 – Project Scoping: This section describes the best practices for performing project scoping and arriving at a preferred alternative for further design. The section also introduces the concept of scope management which ensures the project remains consistent with its original objectives.

Section 3.6.1 – Define the Project Objective: This section encourages the development of explicit and clear project objectives that indicate why a project is being undertaken and what the project is intended to achieve. The section also introduces the concept of “purpose and need” statements to assist in refining a project’s scope and subsequent objectives.

Section 3.6.2 – Develop the Scoping Process: This section encourages the design team to tailor the scoping process to suit an individual project’s needs.

Section 3.6.2.1 – NEPA Class Requirements: This section describes how the NEPA class of a proposed action will affect the project scoping phase.

Section 3.6.2.2 – Scoping Meetings: This section describes strategies and considerations for conducting meetings with project stakeholders at strategic points in the scoping phase.

Section 3.6.2.3 – Public Involvement: This section describes how public involvement can be used to generate public consensus by providing a forum for users to express their needs, ideas, concerns, and perspectives relating to the transportation system while giving DelDOT the opportunity to educate the public about transportation issues, services, and projects.

Section 3.6.3 – Establish Preliminary Design Controls and Criteria: This section describes the process for determining the transportation user groups to accommodate and for selecting associated design controls and criteria to ensure the development of suitable alternatives.

Section 3.6.4 – Establish Project Constraints: This section details several common project constraints and limitations that must be vetted within the project scoping phase.

Section 3.6.4.1 – Transportation Operation

Section 3.6.4.2 – Environmental

Section 3.6.4.3 – Utilities

Section 3.6.4.4 – Right-of-Way

Section 3.6.4.5 – Railroad

Section 3.6.5 – Alternatives Development: This section describes the process used to develop conceptual alternatives that meet the project’s objectives while considering the project’s constraints and associated design controls and criteria.

Section 3.6.5.1 – Alternative Types: This section describes the array of solutions that can be applied to rectify identified transportation deficiencies and meet the project’s objectives.

Section 3.6.6 – Alternativities Assessment: This section describes the process used to evaluate the feasible alternatives developed.

Section 3.6.7 – Process Documentation: This section provides recommendations on how to summarize the early project level decisions so they can be effectively referenced later in the project development process.

Section 3.6.8 – Additional Scoping Phase Considerations: This section describes the parameters and considerations to be evaluated once a preferred alternative has been selected.

Section 3.6.8.1 – Project Delivery Method

Section 3.6.8.2 – Accessibility Requirements

Section 3.6.8.3 – Stormwater and Drainage Considerations

Section 3.6.8.4 – Cost-Effective Safety Upgrades

Section 3.6.8.5 – 3D Engineering Content Development

Section 3.6.8.6 – Resiliency

Section 3.6.8.7 – Aesthetics

Section 3.7 – Existing Site Investigation: This section describes the existing site investigation and data collection techniques available and their associated request process.

Section 3.7.1 – GIS Datasets: This section describes the uses for and associated limitations of the GIS datasets most frequently utilized during the project development process.

Section 3.7.1.1 – DelDOT Gateway

Section 3.7.1.2 – NPDES Viewer

Section 3.7.1.3 – DNREC Stormwater Assessment Study GIS

Section 3.7.1.4 – Watershed Resources Registry (WRR)

Section 3.7.1.5 – Flood Planning Tool

Section 3.7.2 – Topographic Field Survey: This section describes the process for requesting topographic field surveys performed through DelDOT’s Survey section and describes considerations and standards related to topographic field surveys.

Section 3.7.2.1 – Survey Standards

Section 3.7.2.2 – Other Surveying Methods

Section 3.7.2.3 – Pedestrian Connection Survey Considerations

Section 3.7.2.4 – Bridge Design Survey Considerations

Section 3.7.3 – Traffic Data and Functional Classification Designation

Section 3.7.4 – Property Rights Research

Section 3.7.5 – Crash Data

Section 3.7.6 – Utility Designation

Section 3.7.7 – Pavement Corings

Section 3.7.8 – Traffic Counts

Section 3.7.9 – Pipe Video Inspection

Section 3.7.10 – Soil Borings: This section outlines applications that require soil borings and introduces its subsections.

Section 3.7.10.1 – Borings Performed Through On-Call Drilling Agreements: This section describes the process for requesting soil borings through DelDOT’s on-call drilling agreements.

Section 3.7.10.2 – Borings Performed Under Other Professional Service Agreements: This section outlines the process to follow when soil borings are to be performed under a professional services agreement other than DelDOT’s on-call drilling services agreement.

Section 3.7.11 [NEEDS LINK] – Structure Condition Investigations

Chapter 4 – Elements of Design: This chapter introduces the various elements of the design that will be encountered as part of the project development process. The section also identifies and describes the overarching design concepts of complete streets, future maintenance, context sensitive design, Engineer of Record responsibilities, and the Safe System Approach.

Section 4.1 – Design Standards: This section introduces the concept and importance of design standards and identifies the standards for Federal-aid Highway projects.

Section 4.1.1 – Design Controls: This section introduces DelDOT’s Design Control Checklist which helps define a project’s unique characteristics or features to be considered before establishing a project’s geometric and structural standards. Design controls are divided into controls related to project area and surrounding community context and controls related to traffic context.

Section 4.1.1.1 – Project Area and Surrounding Community Context

Section 4.1.1.2 – Traffic Context

Section 4.1.2 – Design Criteria: This section introduces DelDOT’s Design Criteria Form which is used to ensure that the geometric and structural standards selected are consistent with DelDOT’s design policies. The section also introduces the concept of design variances.

Section 4.1.3 – Application of Standards by Project Type: This section establishes how design standards are applied to projects based on project scope. The section’s subsections define the project types described in this section.

Section 4.1.3.1 – New Construction

Section 4.1.3.2 – Reconstruction (4R)

Section 4.1.3.3 – Resurfacing, Restoration, and Rehabilitation (3R)

Section 4.1.3.4 – Preventive Maintenance (1R and 2R)

Section 4.1.3.5 – Miscellaneous Improvement Projects

Section 4.1.4 – Design Exceptions: This section establishes the conditions that require the development of a design exception as well as prescribes the elements and conditions that must be evaluated and considered when a design exception is processed. The section summarizes DelDOT’s documentation requirements and identifies the appropriate review and approval authorities.

Section 4.2 – Road Design: This section defines road design and identifies the relevant state and national level design references.

Section 4.2.1 – Intersecting Roadways: This section introduces design considerations unique to intersections and introduces its subsections which provide additional information on the general types of intersecting roadways.

Section 4.2.1.1 – At-Grade Intersections

Section 4.2.1.2 – Grade Separations without Ramps

Section 4.2.1.3 – Interchanges

Section 4.2.2 – Pavement Design: This section introduces the roadway pavements utilized in Delaware, prescribes considerations associated with their use, and establishes the role of the design team and DelDOT’s Materials and Research section in a project’s pavement design.

Section 4.2.2.1 – Pavement Design Request and Recommendation: This section establishes the process and information required to request a pavement design from the Materials and Research section.

Section 4.2.2.2 – Design Considerations: This section identifies the pavement design methodologies adopted by DelDOT as well as the factors that influence the pavement design. The section defines several terms associated with pavement structures as well as introduces its subsections which describe several general considerations associated with pavement design.

Section 4.2.2.2.1 – Exploration of Existing Subgrade

Section 4.2.2.2.2 – Bituminous Concrete

Section 4.2.2.2.3 – Portland Cement Concrete

Section 4.2.2.2.4 – Pavement Design for Roadway Reconfiguration

Section 4.2.2.2.5 – Pavement Design for Rehabilitation

Section 4.2.2.2.6 – Pavement Drainage

Section 4.2.2.3 – Pavement Life-Cycle Cost Analysis: This section introduces pavement life-cycle cost analyses and their relation to the DelDOT project development process.

Section 4.2.3 – Traffic Calming: This section defines traffic calming in Delaware and introduces DelDOT’s Traffic Calming Design Manual.

Section 4.2.4 – Delaware Byways: This section introduces Delaware’s Byways Program and presents DelDOT’s Context Sensitive Solutions for Delaware Byways Manual.

Section 4.2.5 – Access Control: This section presents the practice of controlling highway access and describes its benefits as well as factors that should be considered when evaluating access control. The section establishes DelDOT’s ability to control access as well as FHWA’s authority to control access on an interstate.

Section 4.2.6 – Rumble Strips: This section defines rumble strips and rumble stripes and their benefits as well as introduces DelDOT’s design reference on the subject.

Section 4.2.7 – On-Street Parking: This section presents the design references applicable to on-street parking design in Delaware.

Section 4.3 – Bridges and Structures: This section establishes the importance of adhering to consistent design standards for bridges and other structures and introduces DelDOT’s Bridge Design Manual. The section’s subsections describe common DelDOT structural design applications and identifies the relevant design references.

Section 4.3.1 – Bridges: This section provides the definition of a bridge in Delaware and identifies and describes the different design elements associated with bridge design.

Section 4.3.2 – Dams: This section identifies the pertinent design references for dam design in the State of Delaware.

Section 4.3.3 – Other Structures: This section introduces its subsections which describe structural design elements other than bridges and dams and their associated design references.

Section 4.3.3.1 – Ancillary Structure Foundations

Section 4.3.3.2 – Sign Structures

Section 4.4 – Traffic: This section defines traffic engineering, lists and describes the manuals which globally define the best practices and procedures related to traffic engineering in the State, establishes the role of DelDOT’s Traffic sections in the project development process, and summarizes traffic statements and traffic handoff packages and their purposes. The section introduces its subsections which describe several design elements related to traffic engineering.

Section 4.4.1 – Capacity Analysis

Section 4.4.2 – Traffic Safety

Section 4.4.3 – Traffic Signals

Section 4.4.4 – Roadway Lighting

Section 4.4.5 – Signs

Section 4.4.6 – Pavement Markings

Section 4.4.7 – ITS Devices

Section 4.5 – Non-Motorized Transportation: This section establishes the importance of considering and designing for all modes of transportation, including motorized and non-motorized. The section lists the benefits realized when non-motorized transportation is properly accommodated and introduces its subsections.

Section 4.5.1 – Pedestrians

Section 4.5.2 – Cyclists

Section 4.6 [NEEDS LINK] – Transit: This section presents the importance of transit facilities in DelDOT’s multi-modal network. Transit operators within the State are listed and DTC’s coordination role is established. The section introduces the relevant references for transit design in the State.

Section 4.7 [NEEDS LINK] – Construction Phasing, Sequencing, and Timing: This section highlights the need to evaluate work zones as part of the project development process and introduces the strategies that can be employed to mitigate a work zone’s impact on the larger transportation network. The section outlines the federal work zone assessment and management requirements and identifies DelDOT’s associated practices. DelDOT’s Traffic Safety section is introduced and their role in the project development process defined.

Section 4.7.1 – Design Considerations: This section introduces its subsections and emphasizes the need to balance work zone safety with mobility. The section presents constructability considerations related to work zones and emphasizes the need to perform coordination during the design phase with key stakeholders.

Section 4.7.1.1 – Work Zone Management Strategies: This section provides a listing of the more commonly used work zone management strategies that DelDOT employs as well as considerations associated with their use. Emphasis is also placed on considering the effects of the strategies chosen on construction duration.

Section 4.7.1.2 – Work Zone Impact Assessment: This section emphasizes the importance of assessing the potential impact of a work zone early and throughout the project development process as well as introduces the methods that DelDOT uses to assess a work zone’s impact.

Section 4.7.1.3 – State-Mandated Work Zone Requirements: This section introduces its subsections which summarize several state-mandated requirements which must be evaluated for compliance as part of the project development process. The section’s subsections also present best practices for the design team to follow to ensure efficiency in addition to compliance.

Section 4.7.1.3.1 – Night Work

Section 4.7.1.3.2 – Noise

Section 4.7.1.3.3 – Vibration

Section 4.7.1.4 – Alternative Contracting Techniques: This section highlights the potential to mitigate work zone impacts by using alternative contracting techniques including CM/GC, Design-Build, and A+B bidding.

Section 4.7.1.5 – Construction Phasing Meetings: This section emphasizes the importance of coordinating a project’s construction phasing, sequencing, and timing with project stakeholders. The section presents construction phasing meetings as a beneficial collaboration tool and lists the staff that should be considered for attendance as well as the topics which may be beneficial to discuss at these meetings.

Section 4.7.1.6 – Pedestrian Accessibility: This section establishes the federal requirement to maintain pedestrian facilities in an accessible condition during construction and presents pertinent considerations.

Section 4.7.1.7 – Work Hour Restrictions Checklist: This section introduces DelDOT’s Work Hour Restriction Checklists as well as their purpose within the project development process.

Section 4.7.2 – Project Deliverables: This section establishes the importance of documenting the project’s agreed upon construction phasing and sequencing as well as commitments made during the design phase into the contract as well as introduces its subsections.

Section 4.7.2.1 – Contract Plans: This section identifies the contract plan sheets which are used to depict a project’s temporary traffic control plans in a contract and introduces its subsections which describe the information that is to be included for various construction phasing operations prescribed in a contract.

Section 4.7.2.1.1 – Intermittent Vehicular Lane Closures

Section 4.7.2.1.2 – Vehicular Road Closures

Section 4.7.2.1.3 – Pedestrian Path and Bicycle Route Closures

Section 4.7.2.2 – Transportation Management Plans (TMPs): This section defines a TMP and references to other DelDOT resources which establish the level of information that is to be included in a project’s TMP.

Section 4.7.2.3 – Lane or Roadway Closure Contract Enforcement: This section identifies the importance of including enforcement mechanisms in a contract to impose the lane or roadway closure hours specified. The section’s subsections describe the common mechanisms DelDOT uses as well as the procedures to follow to include them on an individual project.

Section 4.7.2.3.1 – Contract Road User Costs

Section 4.7.2.3.2 – Incentive and Disincentives

Section 4.7.2.4 – Timing Statements: This section introduces the need to obtain an approved timing statement prior to PS&E, prescribes considerations for developing a timing statement, and outlines procedures for obtaining approval.

Section 4.8 – Roadway Drainage: This section defines roadway drainage design and establishes DelDOT’s obligation to provide proper stormwater conveyance. The section describes the public benefits of providing proper drainage conveyance and provides a high-level overview of drainage design terminology and processes.

Section 4.8.1 – Design Standards and Criteria: This section references the drainage design standards and criteria that are adopted in other DelDOT design manuals.

Section 4.8.2 – Design Documentation: This section establishes the importance of uniformly and thoroughly documenting a project’s drainage design and references DelDOT’s documentation practices.

Section 4.8.3 – Design Considerations: This section introduces its subsections which outline drainage design considerations that are to be evaluated on a project-by-project basis.

Section 4.8.3.1 – Tax Ditches

Section 4.8.3.2 [NEEDS LINK] – Pipe Materials

Section 4.8.3.3 – Drainage Network Discharge

Section 4.8.3.4 – Safety Grates

Section 4.9 – Stormwater Management: This section defines stormwater management in Delaware and establishes DelDOT’s responsibility to ensure compliance with the regulatory requirements as a delegated agency. The section introduces the concept of best management practices to meet compliance requirements.

Section 4.9.1 – Project Development Process: This section establishes DelDOT’s recommended stormwater management design and coordination process within the overall project development process.

Section 4.9.2 – Project Compliance: This section introduces its subsections which outline the avenues to achieve regulatory compliance.

Section 4.9.2.1 [NEEDS LINK] – Projects Under 5,000 SF of Disturbance

Section 4.9.2.2 – Standard Plan

Section 4.9.2.3 – Detailed Plan

Section 4.9.3 – Stormwater Management Facility Number Request: This section details the requirement for the design team to complete a BMP identification form for each post construction stormwater management BMP proposed on a project.

Section 4.9.4 – BMP Design Guidance and Requirements: This section highlights the relevant design resources for the design team to reference when performing stormwater management design.

Section 4.9.5 – Design Considerations: This section introduces its subsection which outline the stormwater management design considerations that are to be evaluated on a project-by-project basis.

Section 4.9.5.1 – Soil Investigations

Section 4.9.5.2 – Stormwater Management BMP Maintenance Access

Section 4.9.5.3 – Stormwater Management BMP Facility Sequence of Construction

Section 4.9.5.4 – Shared Stormwater Management Facilities

Section 4.9.5.5 – Select Watersheds in MS4 Permitted Areas

Section 4.10 – Erosion and Sediment Control: This section defines erosion and sediment control and establishes the regulatory requirement for it to be evaluated as part of the project development process. The section acknowledges that controls can be either permanent or temporary and establishes DelDOT’s responsibility to ensure compliance with the regulatory requirements as a delegated agency.

Section 4.10.1 – Design Requirements and Guidance: This section and its subsections highlight the relevant design resources for the design team to reference when performing erosion and sediment control design.

Section 4.10.1.1 – Channel Lining Selection

Section 4.10.1.2 – Pipe Outfalls

Section 4.10.1.3 – Limits of Disturbance over 20 Acres

Section 4.10.2 – Construction Phase Support: This section establishes the design team’s responsibility to provide construction phase erosion and sediment control support.

Section 4.11 – Roadside Design: This section defines roadside design and establishes the design concept of providing an offset to roadside features so as to not adversely affect vehicles operating on the roadway. The section also introduces the concept of providing traffic barrier to shield obstacles.

Section 4.11.1 – Utilities

Section 4.12 – Value Engineering: This section defines a value engineering analysis and establishes its requirement to be performed as part of the DelDOT project development process.

Section 4.13 – Resiliency and Sustainability: This section establishes the importance of proactively incorporating resiliency and sustainability principles into DelDOT’s projects and provides reference to tools that can assist the design team make informed decisions on how sea level rise will affect their project.

Section 4.14 – Materials: This section establishes the importance of using quality materials to construct projects and introduces DelDOT’s Materials and Research section and the role they perform.

Section 4.14.1 – Pavement Design: This section refers to Section 4.2.2 [NEEDS LINK].

Section 4.14.2 – Subsurface Strata Investigation: This section identifies DelDOT’s practice for performing soil borings to determine the suitability of the underlying strata for different purposes. The section introduces its subsections and the mechanisms available to perform the subsurface strata investigations and emphasizes the importance of coordinating the investigation with DelDOT’s Materials and Research section.

Section 4.14.2.1 – Soil Boring Practices: This section highlights DelDOT’s best practices associated with performing soil borings.

Section 4.14.2.2 – Soil Boring Testing and Reports: This section and its subsections describe how the information obtained from soil borings is to be compiled.

Section 4.14.2.2.1 – Boring Logs

Section 4.14.2.2.2 – Laboratory Testing

Section 4.14.2.2.3 – Soil Boring Report

Section 4.14.3 – Material Specifications and Testing: This section highlights the practice of communicating any proposed changes to material specifications and testing to the Materials and Research section.

Section 4.14.4 [NEEDS LINK] – Domestic Material Preference Requirements: This section summarizes the domestic material preference requirements for projects which use federal financial assistance.

Section 4.14.5 – Patented and Proprietary Products: This section outlines DelDOT’s ability to specify patented or proprietary products and identifies associated best practices.

Section 4.14.6 – State Furnished Material or Equipment: This section identifies rules and other considerations associated with using State furnished material or equipment on a Federal-aid project.

Section 4.14.7 – Earthwork Material Usage and Stockpiling: This section establishes the importance of properly constructed earthwork, defines several earthwork related terms, and highlights several design best practices associated with earthwork.

Section 4.14.8 – Precast Concrete and Structural Steel: This section presents DelDOT’s practice of performing in-plant inspections for precast concrete and structural steel elements and encourages design teams to proactively update the Materials and Research section on upcoming planned work involving non-standard precast concrete items as well as structural steel to enable informed DelDOT budgeting and resource allocation.

Section 4.15 – Landscaping: This section defines landscaping design, lists reasons why landscaping may be included on a DelDOT project, identifies the potential stakeholder groups within DelDOT, and provides several general design best practices.

Chapter 5 [NEEDS LINK] – Stakeholder Management: This chapter introduces the concept of coordinating with stakeholders both internal and external to DelDOT and emphasizes its importance within the project development process. The section introduces the chapter’s subsections and describes the components of effective stakeholder management. The section also prescribes best practices to follow when the design team is required to provide files to project stakeholders.

Section 5.1 [NEEDS LINK] – Public Engagement: This section lists outcomes that can be expected when public engagement is performed properly. The section also emphasizes the importance of developing a public involvement plan that is tailored to an individual project.

Section 5.1.1 [NEEDS LINK] – Project Initiation Letter: The section describes the significance of, and considerations associated with DelDOT’s standard Public Involvement Initial Outreach letter.

Section 5.1.2 [NEEDS LINK] – Public Project Stakeholder Considerations: This section defines public project stakeholders and provides a list of typical public project stakeholders.

Section 5.1.2.1 [NEEDS LINK] – Legislative Coordination: This section describes the importance of, and considerations associated with legislative coordination. The section introduces its subsections which describe the specific processes that DelDOT utilizes to keep area legislators informed of project developments.

Section 5.1.2.1.1 [NEEDS LINK] – Legislative Briefings

Section 5.1.2.1.2 [NEEDS LINK] – Quarterly Legislative Reports

Section 5.1.2.1.3 [NEEDS LINK] – Award Notifications

Section 5.1.2.2 [NEEDS LINK] – Emergency Responders: This section describes considerations and procedures for coordinating with emergency responders as part of the project development process.

Section 5.1.2.3 [NEEDS LINK] – Advisory Committees: This section introduces the premise and benefits of establishing advisory committees to obtain feedback and recommendations from a representative cross-section of stakeholders as part of the project development process.

Section 5.1.2.4 [NEEDS LINK] – Schools: This section describes the importance of, and considerations associated with coordinating with area schools during the project development process.

Section 5.1.2.5 [NEEDS LINK] – Americans with Disabilities Act (ADA) Considerations: This section summarizes considerations and procedures for maintaining compliance with Title II of the Americans with Disabilities Act (ADA) through the public engagement process. The ADA requires that state and local governments provide individuals with disabilities an equal opportunity to benefit from all government programs, services, and activities.

Section 5.1.2.6 [NEEDS LINK] – Public Involvement for Traditionally Underserved Communities: This section describes the requirements for, and importance of engaging with traditionally underserved communities during the project development process. The section identifies mechanisms to investigate demographic data to assess the presence of traditionally underserved communities within the project’s limits.

Section 5.1.3 [NEEDS LINK] – Public Engagement Methods: This section and its subsections introduce the typical methods that DelDOT utilizes to engage the public. The section provides guidance on engagement method(s) selection based on the purpose and subsequent goals of the public engagement. The section also outlines general guidance, best practices, and associated considerations for engaging with the public.

Section 5.1.3.1 [NEEDS LINK] – Project Websites: This section introduces how project websites can be used to communicate information about a project to the public. The section includes guidance on when the project website should be developed and on the information that the project website should provide.

Section 5.1.3.2 [NEEDS LINK] – Property Owner Meetings: This section presents how property owner meetings can be used within the project development process to engage with stakeholders and to obtain direct feedback and insight on the property owners’ concerns and wishes. The section establishes topics that can be discussed at these meetings, their ideal timing relative to other public engagement methods, as well as the staff members from DelDOT that should be included.

Section 5.1.3.3 [NEEDS LINK] – Public Workshops: This section defines public workshops and how they are used within the public engagement process to provide information and to solicit feedback. The section lists the typical information that is presented at DelDOT public workshops.

Section 5.1.3.3.1 [NEEDS LINK] – Federal Requirements: This section summarizes the federal requirements for providing a public workshop within the project development process. The section further defines the requirements for providing a public workshop based on NEPA class of action.

Section 5.1.3.3.2 [NEEDS LINK] – Format and Timing: The section provides guidance on selecting a public workshop format as well as the ideal timing for holding the public workshop within the project development process based on the purpose and associated goals of the public workshop.

Section 5.1.3.3.2.1 [NEEDS LINK] – Virtual Public Workshop: This section describes considerations for, and best practices associated with conducting virtual public workshops.

Section 5.1.3.3.2.2 [NEEDS LINK] – Hybrid Public Workshop: This section describes considerations for, and best practices associated with conducting a public workshop with an in-person and virtual component.

Section 5.1.3.3.2.3 [NEEDS LINK] – In-Person Public Workshop: This section describes considerations for, and best practices associated with conducting an in-person public workshop.

Section 5.1.3.3.2.4 [NEEDS LINK] – In-Person Public Hearing: This section outlines the federal requirements for holding an in-person public hearing as well as their associated best practices.

Section 5.1.3.3.3 [NEEDS LINK] – Visualizations: This section describes best practices for creating clear and informative visualizations that will strengthen stakeholder participation, thereby helping obtain desired public engagement results.

Section 5.1.3.3.4 [NEEDS LINK] – Key Stakeholder Notification: This section outlines DelDOT’s preference and procedures for notifying key stakeholders in advance of a public workshop so that they are informed and in a better position to answer the questions they may receive.

Section 5.1.3.3.5 [NEEDS LINK] – Public Notification: This section establishes DelDOT’s advanced notification requirements, the methods that can be used to notify the public of an upcoming public workshop, as well as the information that is to be included in the notification.

Section 5.1.3.3.6 [NEEDS LINK] – Freedom of Information Act (FOIA): This section identifies the requirements associated with conducting public meetings in accordance with the Delaware Code.

Section 5.1.3.3.7 [NEEDS LINK] – DelDOT Attendance: This section describes considerations for including staff from across DelDOT at public workshops to maximize the benefit of the public engagement.

Section 5.1.3.3.8 [NEEDS LINK] – Public Information Meetings: This section describes considerations for holding a public information meeting where the goal of the meeting is to inform the public rather than solicit feedback.

Section 5.1.4 [NEEDS LINK] – Night Work Surveys: This section outlines DelDOT’s practices for distributing night work surveys for cases where DelDOT reasonably expects the use of night work.

Section 5.1.5 [NEEDS LINK] – Public Engagement During Construction: This section describes the tasks that the design team will be responsible for performing during the construction phase of a project to ensure that the public stays informed of DelDOT’s activities.

Section 5.2 [NEEDS LINK] – Other Public Traveled Way Owners: This section establishes that other public entities own and maintain roads within the State and asserts the importance of determining the entities that possess existing rights and maintenance responsibilities within a project’s limits. The section further establishes DelDOT’s typical role and responsibilities on public transportation projects performed throughout the State.

Section 5.2.1 [NEEDS LINK] – Agreement Types: This section identifies and describes several of the common agreement types that DelDOT utilizes as well as their relationship to the project development process.

Section 5.2.2 [NEEDS LINK] – Maintenance Responsibility and Existing Agreement Assessment: This section outlines a methodology to assess DelDOT’s jurisdiction and associated maintenance responsibilities within a project’s limits.

Section 5.2.3 [NEEDS LINK] – Agreement Development Process: This section identifies best practices for developing agreements when required within the project development process. The section’s subsections describe processes and associated considerations for several of the more common agreements that DelDOT enters into as part of the project development process.

Section 5.2.3.1 [NEEDS LINK] – Town Agreements

Section 5.2.3.2 [NEEDS LINK] – Traffic Signal Agreements

Section 5.2.3.3 [NEEDS LINK] – Stormwater Management Joint Use Agreements

Section 5.3 [NEEDS LINK] – Environmental: This section introduces the processes and procedures that DelDOT employs to ensure that the State’s transportation needs are met in a way that minimizes impacts to the surrounding environment. The section introduces DelDOT’s Environmental Stewardship Office (ESO) as well as outlines various deliverables that are created through the environmental coordination process.

Section 5.3.1 [NEEDS LINK] – Planning and Environmental Linkages (PEL): This section introduces Planning and Environmental Linkages (PEL) strategies that can be employed to inform transportation decision-making in a way that considers environmental, community, and economic goals early in the transportation planning process, and then uses that information, analysis, and products developed to inform the environmental review process. The section also presents the concept of PEL studies which can be used to document the project level planning and environmental analysis that has been conducted prior to the formal start of the NEPA process.

Section 5.3.2 [NEEDS LINK] – National Environmental Policy Act (NEPA) Process: This section outlines the general requirements of the National Environmental Policy Act (NEPA) and identifies implementation responsibilities both at the state and federal level for maintaining compliance with the act. The section also identifies several key elements of the NEPA process and provides general guidance for developing NEPA documents.

Section 5.3.2.1 [NEEDS LINK] – Classes of Actions: This section presents the classes of actions that are defined by the regulations implementing NEPA.

Section 5.3.2.1.1 [NEEDS LINK] – Categorical Exclusions (CEs): This section defines the actions which are considered to be categorically excluded under NEPA. The section also introduces the programmatic agreement maintained between DelDOT and the FHWA regarding the processing of actions classified as categorical exclusions for Federal-aid Highway Program projects and defines the paths for obtaining approval under the programmatic agreement.

Section 5.3.2.1.2 [NEEDS LINK] – Environmental Impact Statement (EIS): This section defines the actions which are considered to have a reasonably foreseeable significant effect on the quality of the human environment, thereby requiring the development of an environmental impact statement. The section also identifies the procedures and activities that are to be performed under this class of action to obtain an approved environmental document.

Section 5.3.2.1.3 [NEEDS LINK] – Environmental Assessment (EA): This section defines the actions which require the development of an Environmental Assessment. The section also provides a general overview of the Environmental Assessment process.

Section 5.3.2.2 [NEEDS LINK] – Protected Resources: This section and its subsections identify environmental protections that have been put into place at either the federal or state level. The section also describes the sequencing order for mitigating potential impacts in accordance with federal regulations.

Section 5.3.2.2.1 [NEEDS LINK] – Human and Built Environment: This section defines human and built environment resources and introduces its subsections which define the state and federal level protections and associated considerations for these environmental resources. The section also describes procedures to be followed if unmarked human burial and human skeletal remains are found during either design or construction.

Section 5.3.2.2.1.1 [NEEDS LINK] – Community Cohesion

Section 5.3.2.2.1.2 [NEEDS LINK] – Historic Preservation

Section 5.3.2.2.1.3 [NEEDS LINK] – Publicly Owned Parkland and Other Publicly Owned Recreational Areas

Section 5.3.2.2.1.4 [NEEDS LINK] – Air Quality

Section 5.3.2.2.1.5 [NEEDS LINK] – Noise

Section 5.3.2.2.1.6 [NEEDS LINK] – Hazardous Material

Section 5.3.2.2.1.7 [NEEDS LINK] – Land Use

Section 5.3.2.2.1.8 [NEEDS LINK] – Right-of-Way

Section 5.3.2.2.1.9 [NEEDS LINK] – Other Social Impacts

Section 5.3.2.2.2 [NEEDS LINK] – Natural Environment: This section defines natural environment resources and introduces its subsections which define the state and federal level protections and associated considerations for these environmental resources.

Section 5.3.2.2.2.1 [NEEDS LINK] – Water Quality

Section 5.3.2.2.2.2 [NEEDS LINK] – Fish and Wildlife

Section 5.3.2.2.2.3 [NEEDS LINK] – Wetlands

Section 5.3.2.2.2.4 [NEEDS LINK] – Coastal Locations

Section 5.3.2.2.2.5 [NEEDS LINK] – Floodplains

Section 5.3.2.2.2.6 [NEEDS LINK] – Farmland

Section 5.3.2.2.2.7 [NEEDS LINK] – Forestland and Trees

Section 5.3.2.3 [NEEDS LINK] – Re-Evaluation: This section establishes the need for and purpose of environmental document re-evaluations.

Section 5.3.3 [NEEDS LINK] – Project Permitting: This section describes the need for obtaining permits and defines DelDOT’s process for coordinating with regulatory agencies as needed to obtain permits. The section also introduces its subsections which define considerations associated with the individual permits that DelDOT most typically obtains as part of the project development process.

Section 5.3.3.1 [NEEDS LINK] – United States Army Corps of Engineers (USACE)

Section 5.3.3.1.1 [NEEDS LINK] – Mitigation Requirements

Section 5.3.3.2 [NEEDS LINK] – United States Coast Guard (USCG)

Section 5.3.3.3 [NEEDS LINK] – DNREC Wetlands and Waterways

Section 5.3.3.4 [NEEDS LINK] – New Castle County

Section 5.3.3.5 [NEEDS LINK] – City of Wilmington

Section 5.3.3.6 [NEEDS LINK] – DNREC Coastal Zone Management Act (CZMA)

Section 5.4 [NEEDS LINK] – Utilities: This section identifies the public benefit that is realized by allowing utilities within the public right-of-way which then creates the need to coordinate activities between DelDOT and utility owners. The section briefly describes the need for utility companies in Delaware to obtain a master franchise agreement which will then dictate future interaction.

Section 5.4.1 [NEEDS LINK] – Utility Coordination Process: This section outlines the process which DelDOT utilizes to coordinate its programmed projects with utility owners. The section also introduces the DelDOT Utilities section and its roles and responsibilities within the project development process.

Section 5.4.1.1 [NEEDS LINK] – The Utility Permit Application (UPA): This section introduces DelDOT’s Utility Permit Application (UPA) website and defines how the website is used within the project development process to facilitate coordination activities.

Section 5.4.1.2 [NEEDS LINK] – Supplying Electronic Files: This section describes considerations associated with supplying electronic design files to utility stakeholders within the project development process.

Section 5.4.1.3 [NEEDS LINK] – Coordination Meetings: This section describes how coordination meetings can be used within the project development process and their associated considerations and recommended topics for discussion.

Section 5.4.1.4 [NEEDS LINK] – Power Service Request: This section describes the process for requesting a power service hook-up from a utility company when a power source is required for DelDOT’s infrastructure.

Section 5.4.1.5 [NEEDS LINK] – Composite Utility Map: This section describes a deliverable that can be used to help further facilitate the utility coordination process.

Section 5.4.1.6 [NEEDS LINK] – Utility Company Design and Markup Responsibility: This section identifies the markups, comments, and other information that utility companies are required to provide as part of their review of the of the deliverables that the design team provides.

Section 5.4.2 [NEEDS LINK] – Locating Existing Utilities: This section outlines procedures and considerations associated with determining the presence and proximity of existing utilities within the project area. The section introduces topics associated with subsurface utility engineering (SUE) which is the discipline of engineering that manages risk associated with mapping utilities. The section additionally provides guidance on selecting the appropriate amount of SUE for a project.

Section 5.4.2.1 [NEEDS LINK] – Existing Utility Records (QL-D): This section defines Quality Level D (QL-D) mapping and presents its associated considerations. The section also outlines the methods in which DelDOT typically obtains Quality Level D information.

Section 5.4.2.2 [NEEDS LINK] – Topographic Field Survey (QL-C): This section defines Quality Level C (QL-C) mapping and presents its associated considerations.

Section 5.4.2.3 [NEEDS LINK] – Utility Designation (QL-B): This section defines Quality Level B (QL-B) mapping information, which is commonly referred to as utility designation, and presents its associated considerations. The section also describes the methods that are commonly used to obtain Quality Level B mapping information.

Section 5.4.2.3.1 [NEEDS LINK] – Utility Designation Requests: This section describes the process that is used to request utility designation as part of the project development process.

Section 5.4.2.4 [NEEDS LINK] – Test Holes (QL-A): This section defines Quality Level A (QL-A) mapping information, which is commonly referred to as test holes, and presents its associated considerations.

Section 5.4.2.4.1 [NEEDS LINK] – Test Hole Requests: This section describes the process that is used to request utility test holes as part of the project development process.

Section 5.4.3 [NEEDS LINK] – Conflict Assessment: This section outlines procedures and considerations for identifying conflict points. The section also describes the process of working with stakeholders to eliminate, minimize, and mitigate project risk associated with the identified conflicts.

Section 5.4.4 [NEEDS LINK] – Utility Company Reimbursement: This section identifies the need to assess financial obligation among stakeholders for utility work that is required as part of a project. The section summarizes the circumstances in which the required utility work becomes reimbursable by the State in accordance with the Delaware Code. The section also outlines the information that is required from the utility owner when the utility work is determined to be reimbursable.

Section 5.4.4.1 [NEEDS LINK] – Vertical Adjustment of Nonmunicipal Utility Covers: This section describes DelDOT’s authority to perform vertical adjustments of nonmunicipal utility covers.

Section 5.4.5 [NEEDS LINK] – Utility Coordination Deliverables and Approvals: This section introduces its subsections which describe the common utility coordination deliverables and approvals required as part of the project development process.

Section 5.4.5.1 [NEEDS LINK] – Utility Agreement: This section describes the circumstances which necessitate the development of a utility agreement between DelDOT and a utility owner as well as considerations associated with developing the utility agreement.

Section 5.4.5.2 [NEEDS LINK] – Adjustment and Relocation Plans: This section describes the need to create and, considerations associated with creating utility adjustment and relocations plans.

Section 5.4.5.3 [NEEDS LINK] – Utility Statement: This section describes the need to develop a utility statement and outlines the information which must be included in the utility statement.

Section 5.4.5.4 [NEEDS LINK] – Utility Relocation Checklist: This section describes the need to complete a Utility Relocation Checklist.

Section 5.5 [NEEDS LINK] – Right-of-Way: This section outlines the need for transportation agencies to assess their existing property rights as part of the project development process and to acquire additional property rights when required. The section briefly outlines DelDOT’s right-of-way process.

Section 5.5.1 [NEEDS LINK] – Existing Right-of-Way Mosaic Creation: This section outlines the project tier system that DelDOT utilizes to determine the level of existing right-of-way verification that is required as part of the right-of-way mosaic development process.

Section 5.5.1.1 [NEEDS LINK] – Existing Right-of-Way Source Documents: This section summarizes the tools and datasets that are available and the source documents that are used to develop the existing right-of-way mosaic.

Section 5.5.1.2 [NEEDS LINK] – Common Existing Land Rights and Restriction Types: This section defines the existing land rights and restrictions that may be encountered while performing research on DelDOT’s existing land rights within the project area.

Section 5.5.1.3 [NEEDS LINK] – Existing Right-of-Way Mosaic Creation: This section and its subsections describe the information which should be included as well as the processes and best practices that are to be used when developing a project’s right-of-way mosaic. The section also emphasizes the importance of monumentation in the right-of-way mosaic creation process.

Section 5.5.1.3.1 [NEEDS LINK] – Existing Right-of-Way Baseline Creation: This section describes best practices for establishing the existing right-of-way baselines within the project area.

Section 5.5.1.3.2 [NEEDS LINK] – Existing Boundary Line Creation: This section introduces its subsections which describe best practices for including existing boundary lines within the right-of-way mosaic.

Section 5.5.1.3.2.1 [NEEDS LINK] – Frontage Boundary Lines

Section 5.5.1.3.2.2 [NEEDS LINK] – Parcel Sideline Boundary Lines

Section 5.5.1.3.2.3 [NEEDS LINK] – Government Boundary Lines

Section 5.5.1.3.2.4 [NEEDS LINK] – Easement, Dedication, and Reservation Boundary Lines

Section 5.5.1.3.3 [NEEDS LINK] – Ownership Verification: This section establishes practices for verifying ownership as part of the right-of-way mosaic development process.

Section 5.5.1.3.4 [NEEDS LINK] – Resolve Discrepancies: This section establishes procedures for resolving discrepancies encountered during the right-of-way mosaic creation process.

Section 5.5.1.3.5 [NEEDS LINK] – Document Mosaic Creation Process: This section summarizes DelDOT’s practices for documenting the right-of-way mosaic creation. The section introduces its subsections which provide additional documentation guidance based on the entity tasked with developing the right-of-way mosaic.

Section 5.5.1.3.5.1 [NEEDS LINK] – Projects Developed by Staff Internal to DelDOT

Section 5.5.1.3.5.2 [NEEDS LINK] – Projects Developed Under a Professional Services Agreement

Section 5.5.2 [NEEDS LINK] – Determination of Property Rights to be Acquired: This section and its subsections describe the process which is used to assess the amount and type of property rights that must be acquired for a project.

Section 5.5.2.1 [NEEDS LINK] – Fee Simple Right-of-Way

Section 5.5.2.2 [NEEDS LINK] – Permanent Easement

Section 5.5.2.3 [NEEDS LINK] – Temporary Construction Easement

Section 5.5.2.4 [NEEDS LINK] – Right to Enter

Section 5.5.2.5 [NEEDS LINK] – Denial of Access

Section 5.5.3 [NEEDS LINK] – Determine Proposed Right-of-Way Monumentation: This section outlines the locations where proposed right-of-way monuments should be placed.

Section 5.5.4 [NEEDS LINK] – Right-of-Way Approval Process: This section outlines the process that is used to obtain final right-of-way approval before acquisitions can take place unless advanced acquisitions are performed.

Section 5.5.4.1 [NEEDS LINK] – Existing Right-of-Way Mosaic Verification: This section describes the process which is used to review and verify the existing right-of-way mosaic.

Section 5.5.4.2 [NEEDS LINK] – Proposed Right-of-Way Verification: This section describes the process which is used to review and approve proposed right-of-way acquisitions.

Section 5.5.5 [NEEDS LINK] – Acquisition Support and Right-of-Way Certification: This section introduces its subsections which summarize the support that the design team provides during the acquisition phase as well as the considerations associated with right-of-way certification ahead of a project’s PS&E.

Section 5.5.5.1 [NEEDS LINK] – Support Documents: This section introduces its subsections which define several right-of-way acquisition support documents that may need to be developed to assist in the acquisition process.

Section 5.5.5.1.1 [NEEDS LINK] – Parcel Impact Forms

Section 5.5.5.1.2 [NEEDS LINK] – Property Description

Section 5.5.5.1.3 [NEEDS LINK] – Additional Support Documents

Section 5.5.5.2 [NEEDS LINK] – Right-of-Way Stakeout: This section describes the process for requesting a right-of-way stakeout survey which will show the limits of the proposed acquisition within the requested area.

Section 5.5.5.3 [NEEDS LINK] – Right-of-Way Revisions: This section establishes the type of changes to final right-of-way plans after approval which necessitate a revision as well as the process that is used to approve the revision.

Section 5.5.5.4 [NEEDS LINK] – Right-of-Way Certification: This section outlines the federal requirements for obtaining right-of-way certification prior to advertisement and defines the levels of certification permitted.

Section 5.6 [NEEDS LINK] – Railroad: This section identifies the groups which are tasked with coordinating DelDOT activities with railroads based on railroad application affected. The section highlights the need for coordination and establishes that the coordination process is generally dictated by master agreements that DelDOT maintains with the individual railroads operating within the State.

Section 5.6.1 [NEEDS LINK] – Design Team Notification to DelDOT Railroad Section: This section introduces the circumstances when the design team should initiate the railroad coordination process with the appropriate DelDOT railroad coordination group.

Section 5.6.2 [NEEDS LINK] – DelDOT Notification to Railroad: This section and its subsections describe the process that is used to contact affected railroads to begin coordination and agreement development.

Section 5.6.2.1 [NEEDS LINK] – DelDOT Notification to Freight or Excursion Rail

Section 5.6.2.2 [NEEDS LINK] – DelDOT Notification to Passenger Rail

Section 5.6.3 [NEEDS LINK] – Design Phase Coordination: This section describes the review that host railroads will perform as part of the design phase of the project development process.

Section 5.6.4 [NEEDS LINK] – Construction Phase Agreement Development: This section highlights the need to develop construction phase agreement(s) with affected railroads and introduces its subsections which outline several of the required components of the construction phase agreement.

Section 5.6.4.1 [NEEDS LINK] – Division of Construction Work

Section 5.6.4.2 [NEEDS LINK] – Cost Sharing

Section 5.6.4.3 [NEEDS LINK] – Right-of-Way

Section 5.6.4.4 [NEEDS LINK] – Future Maintenance Obligations

Section 5.6.5 [NEEDS LINK] – Agreement Modification: This section outlines the process for modifying project agreements with railroads after the agreement has been executed.

Section 5.6.6 [NEEDS LINK] – Railroad Statement and Contract Language: This section describes the federal requirement for providing a statement on the status of the railroad coordination prior to contract advertisement as well as DelDOT’s practice for including contract language summarizing the contractor’s responsibilities and associated work stipulations related to railroads within DelDOT’s contracts.

Section 5.6.7 [NEEDS LINK] – Railroad Coordination Considerations: This section introduces its subsections which outline several considerations for the design team related to railroad coordination.

Section 5.6.7.1 [NEEDS LINK] – Federal Agency Involvement

Section 5.6.7.2 [NEEDS LINK] – Indemnification

Section 5.6.7.3 [NEEDS LINK] – Entering Railroad Property Prior to Construction

Section 5.6.7.4 [NEEDS LINK] – Railroad Protective Services

Section 5.6.7.5 [NEEDS LINK] – Insurance

Section 5.6.7.6 [NEEDS LINK] – Railroad Invoices

Section 5.6.7.7 [NEEDS LINK] – Crossing Surface Upgrades

Section 5.6.7.8 [NEEDS LINK] – Railroad Drainage

Section 5.6.7.9 [NEEDS LINK] – Signalization Interconnection

Section 5.6.7.10 [NEEDS LINK] – Railroad Design

Section 5.7 [NEEDS LINK] – Developer Coordination: This section establishes that land use along DelDOT’s roadside is constantly evolving which creates the need for the design team to monitor roadside development within the project area. The section introduces DelDOT’s Development Coordination section as well as how the group typically interacts with DelDOT’s project development staff.

Section 5.7.1 [NEEDS LINK] – Access Management Authority: This section identifies the importance of access management and references DelDOT’s regulatory authority to manage access to state-maintained highways.

Section 5.7.2 [NEEDS LINK] – Coordination Considerations: This section and its subsections summarize several elements of the development coordination process that are most relevant to DelDOT’s project development process and provides supplemental information describing best practices and strategies associated with the coordination process.

Section 5.7.2.1 [NEEDS LINK] – Exchange of Funds: This section and its subsections outline the ways that a developer and DelDOT can exchange funds as part of the project development process.

Section 5.7.2.1.1 [NEEDS LINK] – Reimbursement

Section 5.7.2.1.2 [NEEDS LINK] – Contribution

Section 5.7.2.2 [NEEDS LINK] – Electronic Design Data Coordination: This section describes considerations associated with supplying electronic design files to developers within the project development process.

Section 5.7.2.3 [NEEDS LINK] – Eminent Domain Authority: This section establishes the limited authority that DelDOT is provided to utilize eminent domain to obtain right-of-way on developer projects.

Section 5.7.2.4 [NEEDS LINK] – Contingency Planning: This section emphasizes the importance of contingency planning due to the uncertainty typically associated with development activities.

Section 5.8 [NEEDS LINK] – Finance: This section provides a brief overview of DelDOT’s financial obligations and funding sources as well as introduces DelDOT’s Division of Finance and their responsibilities. The section presents the vital role that the DelDOT Project Manager performs in managing DelDOT’s finances and introduces several accounting controls and restrictions in-place at both the state and federal level to ensure financial integrity.

Section 5.8.1 [NEEDS LINK] – Accounting Programs: This section identifies and describes the accounting programs that DelDOT and its partners use.

Section 5.8.2 [NEEDS LINK] – Budgeting Basics: This section and its subsections outline several departmentwide budgeting topics.

Section 5.8.2.1 [NEEDS LINK] – Expenses and Revenues: This section identifies and describes DelDOT’s typical expenditures as well as expected revenue sources.

Section 5.8.2.2 [NEEDS LINK] – Budgeting Process: This section introduces DelDOT’s operating budget as well as capital investment program known as the Capital Transportation Program (CTP). The section also highlights how projections and updates are constantly being made to ensure uninterrupted program delivery.

Section 5.8.2.3 [NEEDS LINK] – Project Phases: This section introduces how DelDOT and other federal administering agencies divide projects into funding phases. The section identifies and describes the funding phases that both DelDOT and the FHWA utilize to track project funding.

Section 5.8.2.4 [NEEDS LINK] – Obligation Plan and Redistributions: This section defines obligation and describes the significance of DelDOT’s obligation plan. The section also describes the FHWA’s August redistribution and the opportunity that it presents to advance projects.

Section 5.8.3 [NEEDS LINK] – Establishing Project Funding: This section describes the procedures that must be undertaken prior to setting up a project level purchase order.

Section 5.8.4 [NEEDS LINK] – Purchase Orders: This section defines purchase orders and describes how they are used within the State of Delaware’s accounting procedures. The section also describes methods for modifying existing purchase orders and for processing new purchase orders for a project.

Section 5.8.4.1 [NEEDS LINK] – Cost Plus Fixed Fee Proposal Review: This section outlines the process to be used by the Project Manager to review cost plus fixed fee proposals to ensure the scope of work and person hours are in-line with the Project Manager’s expectations.

Section 5.8.4.2 [NEEDS LINK] – Financial Information in a Cost Plus Fixed Fee Professional Services Proposal: This section describes the typical costs that are included in cost plus fixed fee professional services proposal.

Section 5.8.4.3 [NEEDS LINK] – Proposal Submittal Process: This section outlines the steps that are used to submit a task proposal for processing and subsequent purchase order creation or modification.

Section 5.8.4.4 [NEEDS LINK] – Purchase Order Termination: This section acknowledges that there may be occasions when purchase orders need to be terminated prior to completion of a task. The section provides procedures and considerations for these cases.

Section 5.8.5 [NEEDS LINK] – Invoices: This section describes how payment vouchers are used to process submitted invoices and introduces its subsections.

Section 5.8.5.1 [NEEDS LINK] – Processing Invoices: This section outlines DelDOT’s procedures for verifying the accuracy of invoices within specified timeframes, and the process used to circulate and approve professional service invoices. The section also describes tools that Project Managers can use to track submitted invoices.

Section 5.8.5.2 [NEEDS LINK] – Fiscal Year End: This section notifies Project Managers and DelDOT’s contracted professional service vendors to the end of the State fiscal year finance system shut down.

Section 5.8.6 [NEEDS LINK] – Communication Methods: This section defines standard communication methods that Project Managers use to communicate financial information about their projects to the Division of Finance.

Section 5.8.7 [NEEDS LINK] – Project Cost Increases: This section describes procedures for increasing a project’s cost estimate. The section also introduces the need to process STIP modifications and STIP amendments for projects listed in the CTP.

Section 5.8.7.1 [NEEDS LINK] – STIP Modifications and Amendment Procedures: This section outlines the process that DelDOT utilizes to process STIP modifications and STIP amendments.

Section 5.8.8 [NEEDS LINK] – Grants: This section identifies grants as a potential project funding source and summarizes several recommended best practices for developing competitive grant submissions.

Section 5.8.9 [NEEDS LINK] – Emergency Procedures: This section prescribes procedures for securing project funding for emergency projects that are the result of a natural disaster or other catastrophic network failure from an external cause.

Section 5.8.10 [NEEDS LINK] – Inactive Federally Participating Projects: This section identifies the federal requirement for states to review inactive federally participating projects which haven’t had an expenditure in over 12 months.

Section 5.8.11 [NEEDS LINK] – Federal Funds Expenditure Time Limits: This section outlines two common Federal-aid Highway Program funding agreement provisions related to fund expenditure time limits.

Section 5.8.12 [NEEDS LINK] – Closeout: This section establishes the process to closeout tasks upon completion or when DelDOT has decided to terminate the service before its completion.

Section 5.9 [NEEDS LINK] – Hazardous Materials: This section identifies how hazardous materials pose a threat to public health and the environment and exposes DelDOT to potential liability under federal statute. The section also summarizes the federal and state laws and regulations that govern the handling, transportation, and disposal of hazmat. The section additionally introduces DelDOT’s Hazmat section and summarizes their responsibilities within the project development process.

Section 5.9.1 [NEEDS LINK] – Phase 1 – Preliminary Assessment: This section describes the datasets and other resources that can be used by the design team to search for known hazmat locations within the project area as well as outlines common hazmat applications within Delaware which may not be included in a dataset. The section also outlines the process that is used by the Hazmat section to perform a preliminary site assessment to evaluate for the presence of contamination within a project’s limits.

Section 5.9.2 [NEEDS LINK] – Phase 2 – Site Investigation: This section describes the considerations and procedures for conducting an investigation to either confirm or refute the presence of hazmat within the project area. The section further describes the goals of the site investigation when hazmat is confirmed within the project limits as well as the activity’s ideal timing within the project development process.

Section 5.9.3 [NEEDS LINK] – Phase 3 – Remedial Design and Implementation: This section introduces its subsections which summarize the activities that are performed once all site investigations are complete.

Section 5.9.3.1 [NEEDS LINK] – Remediation Design: This section describes the process that is used by DelDOT’s Hazmat section to create a corrective work plan (or other similar document) and a site-specific Contaminated Materials Management Plan (CMMP) to guide the remedial actions when required.

Section 5.9.3.2 [NEEDS LINK] – Remediation Implementation: This section introduces its subsections which outline considerations for implementing planned remediations based on whether the remediation is elected to be performed either prior to or during project construction activities.

Section 5.9.3.2.1 [NEEDS LINK] – Remediation Performed Prior to the Construction Phase: This section includes considerations primarily related to funding remediation work that is performed prior to the project’s construction phase.

Section 5.9.3.2.2 [NEEDS LINK] – Remediation Performed During the Construction Phase: This section highlights the typical procedures that DelDOT utilizes when hazmat remediation is performed simultaneously with the construction phase as well as describes the language to include in the contract to detail the construction remediation work.

Section 5.10 [NEEDS LINK] – Electronic File Release: This section includes links to standard forms and procedures to be used to obtain approval prior to providing digital design data information to various project stakeholders. Guidance on when to complete the release is included within the pertinent sections of the manual.

Chapter 6 [NEEDS LINK] – Project Delivery: This chapter explains that the processes and procedures described within this manual will ultimately result in the creation of a set of work products that prescribe the work to be completed as part of a project and how the work will be administered during construction. The chapter provides guidance and summarizes best practices for developing these work products. The section emphasizes the importance of creating accurate and clear work products during the design phase.

Section 6.1 [NEEDS LINK] – Contracting Alternatives: This section acknowledges that DelDOT may consider several different project delivery methods and numerous other bidding and contracting techniques at the project level and identifies the state and federal requirements that DelDOT must follow.

Section 6.1.1 [NEEDS LINK] – Project Delivery Method: This section provides a definition for project delivery method and emphasizes that a project’s optimal delivery method should be investigated early in the project development process, as it will help establish the contract framework, allocate project risk, and set the roadmap for a project’s delivery.

Section 6.1.1.1 [NEEDS LINK] – Project Delivery Method Alternatives: This section and its subsections identify and describe the project delivery methods that DelDOT is permitted to use without additional approvals. The section also briefly discusses the approvals needed if DelDOT elects to pursue a project delivery method other than those described in the section and its subsections.

Section 6.1.1.1.1 [NEEDS LINK] – Design-Bid-Build

Section 6.1.1.1.2 [NEEDS LINK] – Design-Build

Section 6.1.1.1.3 [NEEDS LINK] – Construction Manager/General Contractor (CM/GC)

Section 6.1.1.2 [NEEDS LINK] – Project Delivery Method Selection: This section provides guidance for selecting the most appropriate project delivery method based on a project’s risks, constraints, and complexities and summarizes the process that DelDOT uses when a project delivery method other than the Design-Bid-Build method is being considered.

Section 6.1.2 [NEEDS LINK] – Indefinite Delivery/Indefinite Quantity (IDIQ): This section defines indefinite delivery/indefinite quantity (IDIQ) contracting, identifies typical work and projects completed using the contracting method, and outlines associated best practices.

Section 6.1.3 [NEEDS LINK] – Optional Bidding and Contracting Techniques: This section and its subsections acknowledge that there are numerous bidding and contracting techniques that can be applied to a DelDOT project and provide guidance on their use to expedite project delivery, reduce work impacts, or further ensure work quality.

Section 6.1.3.1 [NEEDS LINK] – Alternative Technical Concept

Section 6.1.4 [NEEDS LINK] – Small Procurements: This section highlights that the Delaware Code allows for simplified administrative processes for the procurement of small purchases and identifies the limitations on the use of those procedures when Federal-aid Highway Program funding is involved.

Section 6.2 [NEEDS LINK] – Contract Documents: This section and its subsections describe the information that is compiled by the project team that together form a complete body of documents pertaining to a specific project that are then assembled by DelDOT’s Contract Administration section to create a bid proposal, sometimes called a request for proposal (RFP) or an invitation to bid.

Section 6.2.1 [NEEDS LINK] – General Description

Section 6.2.1.1 [NEEDS LINK] – DBE and OJT Trainee Requirements

Section 6.2.2 [NEEDS LINK] – General Notices

Section 6.2.3 [NEEDS LINK] – Plans

Section 6.2.4 [NEEDS LINK] – Special Provisions

Section 6.2.5 [NEEDS LINK] – Standard Construction Details

Section 6.2.6 [NEEDS LINK] – Standard Specifications

Section 6.2.7 [NEEDS LINK] – Electronic Design Data Files

Section 6.2.8 [NEEDS LINK] – Project Statements

Section 6.2.9 [NEEDS LINK] – Supporting Bid Documents

Section 6.2.10 [NEEDS LINK] – Other Documents Incorporated Via Reference

Section 6.3 [NEEDS LINK] – Plan Submissions: This section explains how plan submissions are used to solicit feedback, promote collaboration between DelDOT sections, and gain project concurrence. The section also outlines best practices for plan submissions and introduces its subsections.

Section 6.3.1 [NEEDS LINK] – Milestone Plan Submissions: This section describes DelDOT’s milestone plan submissions and how they are used to gain concurrence at strategic times in the project development process. The section highlights DelDOT’s guidance on milestone plan submissions, emphasizes the importance of providing accurate and complete submissions, and identifies considerations for skipping, combining, or resubmitting milestone plan submissions.

Section 6.3.2 [NEEDS LINK] – Concept Plan Submissions: This section explains how Concept Plan submissions may be used within the project development process and identifies considerations associated with their development and distribution.

Section 6.3.3 [NEEDS LINK] – Departmentwide Plan Distribution: This section and its subsections summarize DelDOT’s established best practices for distributing milestone plan submissions and Concept Plan submissions.

Section 6.3.3.1 [NEEDS LINK] – Milestone Plan Submissions

Section 6.3.3.2 [NEEDS LINK] – Concept Plan Submissions

Section 6.3.4 [NEEDS LINK] – Emergency Projects: This section acknowledges that emergency projects will not be able to follow DelDOT’s established milestone plan submission process and identifies the factors that will influence the plan submission and project implementation process for emergency projects.

Section 6.3.5 [NEEDS LINK] – Comment Incorporation: This section emphasizes the importance of reviewing, considering, and incorporating comments provided as part of the plan submission process and encourages the design team to meet with stakeholders as needed to resolve comments.

Section 6.4 [NEEDS LINK] – Plan Development Guidance: This section explains the benefits of developing consistent plans and lists the guidance documents DelDOT has published for this purpose.

Section 6.5 [NEEDS LINK] – Digital Delivery: This section identifies the importance of assessing a project’s planned improvements in a three-dimensional (3D) space and describes the benefits of providing digital content created during the design phase to a contractor. The section’s subsections summarize the electronic file deliverables DelDOT creates and the process DelDOT uses to verify the accuracy of those deliverables, as well as associated best practices.

Section 6.5.1 [NEEDS LINK] – Electronic File Deliverables

Section 6.5.2 [NEEDS LINK] – Electronic File Deliverable QC/QA Procedures

Section 6.6 [NEEDS LINK] – Quantity Calculations and Cost Estimating: This section highlights that project cost estimates are required at various points throughout the project development process and describes how the information will be used. The section establishes the basic process for performing a cost estimate and introduces the funding phases that DelDOT uses.

Section 6.6.1 [NEEDS LINK] – Estimate Documentation: This section explains why quantity calculations and cost estimates are documented and establishes that the format used will vary based on when the estimate is prepared in the project development process. The section’s subsections describe the two most common estimate types performed by DelDOT as well as DelDOT’s documentation preferences.

Section 6.6.1.1 [NEEDS LINK] – Capital Transportation Program (CTP) Estimate

Section 6.6.1.2 [NEEDS LINK] – Milestone Submission

Section 6.6.2 [NEEDS LINK] – AASHTOWare Cost Estimating: This section establishes AASHTOWare as the software that DelDOT uses to determine project unit costs based on historical data and links to DelDOT’s AASHTOWare User Guide for additional information.

Section 6.6.3 [NEEDS LINK] – Cost Estimating Guidance and Resources: This section introduces its subsections that provide guidance for accurately quantifying project quantities and estimating unit prices and emphasizes that the guidance contained within the manual and its references is not a substitute for reading and understanding the project’s specifications.

Section 6.6.3.1 [NEEDS LINK] – Earthwork

Section 6.6.3.2 [NEEDS LINK] – Bituminous Concrete Pavement

Section 6.6.3.3 [NEEDS LINK] – Utility Cost Estimate

Section 6.6.3.4 [NEEDS LINK] – Hazmat Cost Estimating

Section 6.6.3.5 [NEEDS LINK] – Material Average Weight

Section 6.7 [NEEDS LINK] – Quality Control and Quality Assurance: This section defines quality control and quality assurance as they relate to the project development process and describes their benefits. The section references DelDOT’s QC/QA Manual that establishes uniform and consistent procedures that can be applied across the Department and throughout the project development process, including to engineering work performed through a professional services agreement.

Section 6.8 [NEEDS LINK] – Advanced Construction: This section explains that advanced construction has both a federal and a DelDOT definition. The section’s subsections define advanced construction, establish how it can be leveraged within the project development process, and identify considerations and procedures associated with its use.

Section 6.8.1 [NEEDS LINK] – Federal Advanced Construction

Section 6.8.2 [NEEDS LINK] – DelDOT Advanced Construction

Section 6.9 [NEEDS LINK] – Plans, Specifications, and Estimate (PS&E): This section defines the PS&E milestone in the project development process and establishes the roles of the design team and the Contract Administration section. The section introduces its subsections which establish procedures and best practices for performing a comprehensive pre-PS&E review, plan signing and sealing, and final advertisement package review prior to bid solicitation.

Section 6.9.1 [NEEDS LINK] – Pre-PS&E Reviews

Section 6.9.2 [NEEDS LINK] – Plan Signatures

Section 6.9.3 [NEEDS LINK] – Advertisement Package Review

Chapter 7 [NEEDS LINK] – Bid Phase and Award: This chapter details the role and responsibilities of the design team during the bid phase and outlines the pertinent state and federal requirements to ensure project team compliance. The section defines the bid phase, summarizes the elements that must be included in an advertisement, and outlines the required and preferred duration of advertisements.

Section 7.1 [NEEDS LINK] – Pre-Bid Meetings: This section defines pre-bid meetings, outlines requirements when utilized during the bid phase, and presents considerations and benefits associated with their use.

Section 7.2 [NEEDS LINK] – Questions from Prospective Bidders: This section establishes that DelDOT may receive questions from prospective bidders during the bid phase and prescribes best practices and associated considerations for responding to prospective bidder questions.

Section 7.3 [NEEDS LINK] – Addenda: This section defines contract addenda, establishes procedures to follow to process addenda, and identifies addenda related considerations for the design team.

Section 7.4 [NEEDS LINK] – Bid Analysis and Award or Rejection: This section outlines DelDOT’s bid analysis procedures and summarizes DelDOT’s alternatives for awarding a contract or rejecting bids.

Chapter 8 [NEEDS LINK] – Construction Phase Design Support: This chapter establishes the support that the design team will be expected to provide during the construction phase of a project and summarizes relevant best practices and procedures. The section emphasizes the need to retain the services of the Engineer of Record and to provide expedient, accurate, and succinct responses during the construction phase as support is typically time sensitive.

Section 8.1 [NEEDS LINK] – Electronic File Sharing During Construction: This section acknowledges that contractors may request electronic files from the design team during the construction phase and explains that an electronic file sharing release form needs to be completed before the files are provided.

Section 8.2 [NEEDS LINK] – IDIQ Work Order Coordination: This section explains that projects delivered through the IDIQ contracting method may not follow all of the procedures outlined in the Project Development Manual and emphasizes the need for close coordination and communication among the project team to establish the roles and responsibilities of the design team and administering Construction section.

Section 8.3 [NEEDS LINK] – Preconstruction Meeting: This section and its subsections introduce DelDOT’s preconstruction meetings, their timing and purpose, and the design team’s role in these meetings.

Section 8.3.1 [NEEDS LINK] – Utility Preconstruction Meeting

Section 8.3.2 [NEEDS LINK] – Erosion & Sediment (E&S) Preconstruction Meeting

Section 8.4 [NEEDS LINK] – Material Source of Supply Approval: This section highlights the requirement for contractors to submit material sources for review, establishes that the review is coordinated through DelDOT’s Materials and Research section, and identifies when the design team should become involved in the material source review and approval process.

Section 8.5 [NEEDS LINK] – Construction Phase Progress Meetings: This section introduces construction phase progress meetings, establishes their purpose, and highlights the design team’s role.

Section 8.6 [NEEDS LINK] – Contractor Communication: This section introduces its subsections that provide an overview of the ways in which the design team may communicate with the contractor during the construction phase. The section emphasizes the coordination of all communication with the contractor through the administering Construction section and summarizes several best practices and associated considerations related to contractor communication.

Section 8.6.1 [NEEDS LINK] – Requests for Information (RFIs)

Section 8.6.2 [NEEDS LINK] – Shop Drawings

Section 8.6.3 [NEEDS LINK] – Working Drawings

Section 8.6.4 [NEEDS LINK] – Other Technical Submittals

Section 8.7 [NEEDS LINK] – Contract Changes: This section establishes that changes to a contract will inevitably occur during the construction phase and lists possible contract changes. The section summarizes the process for coordinating potential changes and notes that changes aren’t complete until they are issued in writing by the administering Construction section. The section introduces its subsections that describe the mechanisms and procedures that are utilized to change the contract as well as DelDOT’s errors and omissions policy.

Section 8.7.1 [NEEDS LINK] – Revisions

Section 8.7.2 [NEEDS LINK] – Construction Redlines

Section 8.7.3 [NEEDS LINK] – Erosion and Sediment (E&S) Redlines

Section 8.7.4 [NEEDS LINK] – Change Orders

Section 8.7.5 [NEEDS LINK] – Value Engineering Proposals

Section 8.7.6 [NEEDS LINK] – Errors and Omissions

Section 8.8 [NEEDS LINK] – Repairs and Remedial Work: This section acknowledges that repairs or remedial work may be required during the construction phase of a project and explains the Engineer of Record’s role in reviewing repair and remediation methods, procedures, and materials upon request of the administering Construction section.

Section 8.9 [NEEDS LINK] – Opening New Roads or Ramps: This section describes DelDOT’s practice of performing a safety walk-through prior to opening new roadways, ramps, or roundabouts and summarizes the design team’s role during these walk-throughs.

Section 8.10 [NEEDS LINK] – Milestone Inspections: This section introduces DelDOT’s milestone inspections, describes their purpose, and links to the memorandum that defines DelDOT’s inspection framework.

Section 8.11 [NEEDS LINK] – Project Closeout: This section defines project closeout, explains its importance, and links to DelDOT’s project closeout procedures.

Definitions

AASHTO (American Association of State Highway and Transportation Officials) – A nonprofit, nonpartisan association representing highway and transportation departments in the 50 states, the District of Columbia, and Puerto Rico. AASHTO serves as a liaison between state departments of transportation and the federal government. AASHTO is instrumental in providing technical standards and guidance documents that are commonly used for design, construction of highways and bridges, materials, and many other technical areas.

Access Control – The limiting and regulating of public and private access to highways.

Addendum/ Addenda – Bid proposal revision(s) issued after advertisement and before the bid opening date.

Advertisement – A public announcement inviting proposals for the work to be performed or material to be furnished.

Advisory Council on Historic Preservation (ACHP) – An independent federal agency that promotes the preservation, enhancement, and sustainable use of the nation’s diverse historic resources. Additionally, the agency advises the United States President and Congress on national historic preservation policy.

After the Fact Waiver – A form that is completed when goods or services, exceeding a threshold value, are requisitioned from and provided by a vendor before funds had not been properly obligated.

Allotment – Money that is “set aside” within authorized funds for a purchase order. The allotment balance is all allotments less expenditures and encumbrance balances.

Alternative Project Delivery – A project delivery method other than DelDOT’s traditional design-bid-build contracting method.

Alternatives Analysis – A process where alternatives are developed, analyzed, and compared against each other. The analysis is complete once a preferred alternative is determined.

Americans with Disabilities Act (ADA) – Federal legislation passed in 1990 which prohibits discrimination against people with disabilities.

Attainment Area – A geographic area where air pollution levels consistently stay below the NAAQS established under the Clean Air Act and which are not considered maintenance areas.

Authorization – A cost limit approved by the Bond Bill Committee for a project or program.

Average Annual Daily Traffic (AADT) – The total yearly traffic volume divided by the number of days in the year.

Average Daily Traffic (ADT) – The total traffic volume during a given time period in whole days greater than one day and less than one-year divided by the number of days in that time period.

Bid Proposal – DelDOT’s invitation to bid. It consists of the following documents and any referenced documents: the general description; general notices; special provisions, including utility, right-of-way, environmental, and railroad statements; plans, addendums, questions and answers, and any appendices or attachments; and the bid proposal form.

Bond Bill – The State’s capital spending plan.

Breakout Sheet – A worksheet that is included in the bid proposal wherein a lump sum pay item is broken into smaller and more easily quantifiable line items. Typical elements that utilize breakout sheets include various utility work, tree plantings, and certain rehabilitation work.

Byway – A designation for a roadway in recognition of its scenic, historic, recreational, cultural, and archaeological value to the State.

Capital Transportation Plan (CTP) – A staged, multi-year, statewide intermodal program comprised of transportation projects and programs that are consistent with the Long-Range Transportation Plan. The CTP can be viewed as the culmination of the statewide planning process. The CTP serves to program planned expenditures by fiscal year and by project phase for capital projects. Delaware Code requires that the CTP cover 6-years and be updated at least every 2-years.

Categorical Exclusion (CE) – Actions that normally do not individually or cumulatively have a significant environmental effect. CEs do not induce significant impacts to planned growth or land use for the area; do not require the relocation of significant numbers of people; do not have a significant impact on any natural, cultural, recreational, historic or other resource; do not involve significant air, noise, or water quality impacts; do not have significant impacts on travel patterns; or do not otherwise, either individually or cumulatively, have any significant environmental impacts.

Chief Engineer – A DelDOT position established in 17 Del. C. § 111(c). The Chief Engineer oversees DelDOT’s Division of Transportation Solutions.

Clean Air Act – Federal legislation initially enacted in 1963. The law authorizes the EPA to establish and enforce NAAQS and to regulate hazardous air pollutants.

Coastal Barrier Resources Act – Federal legislation passed in 1982 that protects the nation’s coastal barrier units by prohibiting the expenditure of federal funds to develop these sensitive areas.

Coastal Barrier – Landscape features that protect the mainland from the full force of wind, storm surges, or other tidal energy.

Coastal Management Program – A program authorized by the 1972 Coastal Zone Management Act which incentives states to develop their own coastal management program to protect, restore, and establish preservation and development responsibilities.

Coastal Zone Management Act (CZMA) – Federal legislation passed in 1972 that provides for the management of the nation’s coastal resources, including the Great Lakes.

Code of Federal Regulations (CFR) – The official consolidation and codification of the general and permanent regulations promulgated by the executive departments and agencies of the federal government of the United States.

Community Cohesion – The concept that programs and activities that receive government financial assistance provide just treatment and meaningful involvement of all people regardless of income, race, color, national origin, Tribal affiliation, or disability. Community cohesion requires an entity to identify and address disproportionately high and adverse human health or environmental effects of their programs, policies, and activities on minority populations and low-income populations to achieve an equitable distribution of benefits and burdens.

Community Transportation Fund (CTF) – A fund established by the Bond Bill Committee to speed the process of making relatively small local improvements and to put decision-making about priorities into the hands of each community through their elected representatives. Projects funded through the CTF are limited by Rule 12 of the Joint Committee on Capital Improvements Rules.

Complete Streets – An approach to transportation planning and design that prioritizes the creation of a comprehensive, integrated, and connected network that is safe and efficient for all modes of transportation. Achievement of complete streets affords users the opportunity to choose among different transportation modes, both motorized and non-motorized.

Conformity – A process to assess the consistency of any transportation plan, program, or project with state air quality implementation plans. The transportation conformity process is defined by the Clean Air Act as amended and implemented by 40 CFR 93.

Congestion Mitigation and Air Quality Improvement Program (CMAQ) – A flexible funding source available to state and local governments for transportation projects and programs to help meet the requirements of the Clean Air Act. Under the program, funding is made available to reduce congestion and improve air quality for areas that are considered nonattainment or maintenance areas.

Context Sensitive Design – A proactive approach to planning and designing improvements to the transportation system that considers each project within the context of its site, while gathering and including information and ideas from the public throughout the planning and design process. Context sensitive design involves a collaborative, interdisciplinary approach in which citizens are part of the project team. It simultaneously advances the objectives of safety, mobility, enhancement of the natural environment, and preservation of community values.

Controlling Criteria – The geometric and structural design criterion in which deviation requires the processing of a design exception.

Corridor Capacity Preservation Program – A program that performs transportation studies and develops plans with the goal of delaying future transportation network expansion. The program’s focus is to establish development strategies and identify future system expansion in ways that preserve quality of life.

Council on Transportation (COT) – A body appointed by the Governor which is responsible for advising the Governor, DelDOT, and other relevant agencies on matters related to transportation. The goal of the COT is to enhance transportation systems, promote economic growth, and improve the overall quality of life for residents and visitors in the State.

Critical Habitat – Specific areas occupied by, or which contain physical or biological features that are essential to conservation that may need special management or protection at the time a species is listed as an endangered or threated species under the Endangered Species Act. Critical habitat may also include areas that were not occupied by the species at the time of the listing but are essential to its conservation.

Cumulative Effects – The incremental effects of an action when added to the impacts of other past, present, and reasonably foreseeable actions regardless of what agency or person undertakes such other actions. Cumulative effects can result from individually minor but collectively significant actions taking place over time.

Delaware Code – A compilation of all statutory laws in effect in the State of Delaware.

Delaware Department of Natural Resources and Environmental Control (DNREC) – The State agency responsible for environmental protection, conservation, and management.

Delaware Manual on Uniform Traffic Control Devices (DE MUTCD) – The DE MUTCD is a regulatory document that serves as a comprehensive set of standards for all traffic control devices.

Delaware State Historic Preservation Office (DE SHPO) – The State of Delaware’s State Historic Preservation Office created through the federal National Historic Preservation Act of 1966. Under the legislation, each state must create their own historic preservation office tasked with surveying and recognizing historic properties, reviewing nominations for properties to be included on the National Register of Historic Places, reviewing undertakings for the impact on the properties, and supporting federal organizations, state and local governments, and the private sector.

Delaware Transit Corporation (DTC) – An Operating Division of DelDOT, DTC is the operator and coordinator of public transit services in Delaware. DTC operates fixed route, paratransit, and micro transit services throughout the State and contracts with adjoining transit providers such as the Southeastern Pennsylvania Transportation Authority (SEPTA) and Cecil County to interconnect the transit networks. In coordination with DelDOT, DTC is responsible for maintaining its existing public transportation infrastructure and for planning future services and needed facilities to provide the highest quality public transportation services that satisfy the needs of the customer and the community.

DelDOT Gateway – A web-based mapping application hosted on the ArcGIS Online cloud platform that consumes both DelDOT mapping services and other services originating from federal, state, and local governmental entities.

Design Exception – Documentation of the reason(s) for violating one of the controlling criteria. Design exceptions require approval of the Chief Engineer.

Design Guidance Memorandum (DGM) – A document that summarizes DelDOT design policy. Design guidance memorandums are typically intended to be included in future DelDOT manual updates.

Design Hourly Volume (DHV) – The peak hourly traffic volume expected in the 30th highest hour during the chosen design year. This metric accounts for unusual seasonal fluctuations or other conditions that may cause capacity problems.

Design Resource Center – A website managed by DelDOT containing numerous design and project development-related documents.

Design Standards – The geometric and structural design criterion selected for highway design. Design standards are selected through establishment of design controls and design criteria.

Design Team – The staff charged with guiding a project through DelDOT’s project development process. The design team is comprised of a Project Manager and technical design staff.

Design Vehicle – The vehicle type whose characteristics will be accommodated for in a project’s design. Pertinent characteristics of the design vehicle include weight, dimensions, and operating traits.

Direct Effects – Effects of an action that occur at the same time and place as the action.

Directional Distribution (D) – A measure of the highest traffic volume in one direction during peak hours, expressed as a percentage of the DHV. This is important principally with relatively high traffic volumes where capacity is being approached.

Distribution List – A listing of staff recommended to receive a milestone submission or other information desired to be distributed across the Department.

Dover/ Kent MPO – Metropolitan planning organization covering Kent County Delaware.

Electronic Design Data Files – Files whose content is generated directly from 3D engineered models.

Encumbrance – Allotted money that has been assigned to a specific entity.

Endangered Species Act (ESA) – Federal legislation passed in 1973 that requires federal and state governments to protect all species threatened with extinction.

Engineer of Record (EoR) – The individual who creates, or causes to be created, engineering work products. The Engineer of Record is in responsible charge of the project design and construction plan development and is expected to comply with all applicable engineering standards, guidelines, policies, regulations, and laws for their project.

Engineering Instruction (EI) – Documents that are published to provide specific technical and typically procedural guidance on a particular element in the project development process.

Environmental Assessment (EA) – A NEPA class of action in which 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. All actions that are not classified as either a categorical exclusion or an environmental impact statement class of action are EAs. EAs require consultation with interested agencies and other stakeholders as well as public involvement. If it is determined at any point during the EA process that the action is likely to have a significant impact on the environment, the preparation of an EIS is required. If no significant impact is discovered during the EA process, the EA documentation is submitted to the administering federal agency with the recommendation that a Finding of No Significant Impacts (FONSI) be issued which would serve as the project’s environmental documentation.

Environmental Document – An environmental assessment, finding of no significant impact, notice of intent, environmental impact statement, or record of decision.

Environmental Impact Statement (EIS) – A NEPA class of action in which the level of environmental impact is considered significant. Examples of transportation actions that normally require an EIS are included in 23 CFR 771.115(a).

Environmental Protection Agency (EPA) – A federal agency that works to protect human health and the environment.

Environmental Statement – A summary used to specify environmental compliance commitments, restrictions, and substantive permit and/or memorandum of agreement (MOA) special conditions. An environmental statement is provided for all advertised DelDOT contracts and all IDIQ contract work order locations.

Essential Fish Habitat (EFH) – Protected designated regions due to the water and substrate contained being necessary to fish for spawning, breeding, feeding, or growth to maturity.

Existing Site Investigation – Activities that are used to assess a project site’s condition, features, or other physical characteristics as part of the project development process.

Extra Work – Work that is added to a previously agreed upon scope of work.

Farmland Protection Policy Act (FPPA) – Federal legislation passed in 1981 with the goal of minimizing the extent to which federal programs contribute to the unnecessary conversion of farmland to nonagricultural uses.

Federal-aid Projects – Projects which utilize federal funds. Federal-aid projects for DelDOT are typically part of the Federal-aid Highway Program.

Federal Emergency Management Agency (FEMA) – A federal agency that is tasked with overseeing national emergency preparedness, response, and recovery.

Federal Highway Administration (FHWA) – An agency of the United States Department of Transportation that supports states and local governments in the design, construction, and maintenance of the nation’s highway system, primarily through the Federal-aid Highway Program.

Federal Project Number – An identification number assigned to a project to assist with project identification and tracking.

Federal Railroad Administration (FRA) – An agency of the United States Department of Transportation that oversees the safe, reliable, and efficient movement of people and goods by rail.

Federal Transit Administration (FTA) – An agency of the United States Department of Transportation that provides financial and technical assistance to local public transportation systems.

Financial Management and Information Systems (FMIS) – Accounting software used by the FHWA.

Finding of No Significant Impact (FONSI) – A document presenting an agency's determination that a proposed action does not require the issuance of an environmental impact statement.

Fiscal Constraint – Occurs when the projects listed in MTP, TIP, and STIP include sufficient financial information to demonstrate that the plan can be implemented using committed, available, or reasonably available revenue sources, with assurance that the federally supported transportation system is being adequately operated and maintained.

Fiscal Year (FY) – An accounting period that lasts one year. The State of Delaware’s fiscal year extends from July 1st to June 30th while the federal fiscal year extends from October 1st to September 30th.

Floodplain – Areas of land adjacent to a waterbody that help mitigate the effects of flooding during an event by capturing and holding excess water.

Floodway – The channel of a river or other watercourse and the adjacent land areas that are under water or otherwise reserved to carry and discharge the overflow of water caused by flooding.

Forestlands – As defined by 3 Del. C. § 902 (6), “a contiguous area of trees or forest cover at least 10 acres in size which is capable of being timbered and reforested as determined by the State Forester.”

Functional Classification – A categorization system in which roadways are classified based on the type of trips, mix of traffic, accessibility to the facility, and the overall role of the facility in the total transportation system. The functional classification provides key insight into a roadway’s intended function in the transportation network.

General Description – Included in the bid proposal and consists of information including but not limited to; location, description, completion time, prospective bidders notes, anticipated notices to proceed, special notices, bidding criteria, construction sequence notes, road user costs, modifications to liquidated damages, addenda issued, questions and answers published, prebid meeting transcripts, construction items units of measure, and table of contents.

General Notices – A section of the bid proposal package that defines the governing federal and state regulations which the contract is subject to.

Geodetic Control – A network that consists of stable, identifiable points with published datum values derived from observations that tie the points together.

Geographic Information System (GIS) – A computer system used for capturing, storing, checking, and displaying data related to positions on Earth’s surface.

Grouped Project – An individual project which has been grouped under a line-item program in the CTP. Specific projects within program lines are typically relatively inexpensive improvements compared to standalone CTP projects.

Indefinite Delivery Indefinite Quantity (IDIQ) Contract – This contract type provides for an indefinite quantity of services for a fixed time. This contract type is commonly referred to as an “open end” agreement. IDIQ contracts are intended for the performance of a number of routine or specialized tasks under a single professional service agreement or construction contract.

Independent Utility – An improvement is considered to have independent utility when the result of the improvement will be usable and be a reasonable expenditure even if no additional transportation improvements in the area are made.

Indirect Effects – Effects from an action that occur later in time or are farther removed in distance from the action but are still reasonably foreseeable.

Initial Environmental Evaluation – An assessment conducted as part of the initial project baselining activity that informs the design team of the environmental coordination related processes and deliverables which will need to be accounted for during their initial baselining effort.

Intelligent Transportation Management System (ITMS) – A coordinated system that uses sensing, analysis, control, and communication technologies to ease congestion, improve traffic management, minimize environmental impact, and increase the benefits of transportation to all users.

Invitation to Bid – All documents, whether attached or incorporated by reference, utilized for soliciting bids. DelDOT’s invitation to bid is referred to as a bid proposal.

Hazard Elimination Program (HEP) – A program under the Highway Safety Improvement Program that identifies high crash locations and makes recommendations to reduce the severity and frequency of the crashes. This is done through identifying locations with statistically significant crash patterns or rates, conducting engineering studies (such as road safety audits and other safety assessments or reviews), and developing potential solutions.

Highway Safety Improvement Program (HSIP) – A program with the goal of reducing fatalities and serious injuries resulting from crashes on all public roads.

Historic Properties or Structures – Any prehistoric or historic district, site, building, structure, or object included in, or eligible for inclusion on, the National Register of Historic Places, including artifacts, records, and material remains related to such a property or resource.

Level-of-Service (LOS) – A qualitative measure used to rate a facility’s quality of traffic service. The measure is based upon performance measures including vehicle speed, density, and congestion and other physical facility features.

Liquidated Damages – An amount due and payable to DelDOT by a contractor if the contractor fails to complete the contract within the time specified in the contract.

Local Public Agencies – Any city, county, township, municipality, or other political subdivision that may be empowered to cooperate with the state transportation department in highway matters.

Long-Range Transportation Plan – The official, statewide, multimodal, transportation plan covering a period of no less than 20 years developed through the statewide transportation planning process.

Maintenance Area – A geographic area where air pollution levels had designated the area as nonattainment and subsequently been redesignated to attainment.

Maintenance of Traffic (MOT) – The process of establishing a work zone which allows for the movement of traffic around a construction or maintenance activity. Maintenance of traffic is sometimes referred to as temporary traffic control (TTC).

Major Project – A Federal-aid Project funded under Title 23 with an estimated total cost of $500 Million or more. Major Projects are required to submit a project management plan and an annual financial plan to FHWA for review in accordance with the Stewardship and Oversight agreement between DelDOT and FHWA.

Memorandum of Agreement (MOA) – A legal document that describes a partnership or agreement entered into to achieve an agreed upon objective or to complete a project.

Memorandum of Understanding (MOU) – An agreement entered into by two or more parties in a formal but not necessarily legally binding document. The document signals the intent and willingness of the parties to move toward a common objective.

Metropolitan Planning Organization (MPO) – A regional entity designated by federal law with responsibility for developing transportation plans and programs for urbanized areas of 50,000 or more in population.

Metropolitan Transportation Plan (MTP) – The official multimodal transportation plan addressing no less than a 20-year planning horizon that a metropolitan planning organization develops, adopts, and updates through the metropolitan transportation planning process.

Milestone Submittal – Key points within the project development process in which the Project Manager has decided to transmit work products to key stakeholders.

Miscellaneous Improvement Projects – Projects that do not readily fit into the other project types and are typically performed beyond the existing edge of pavement. They may also include improvements within the roadway intended to improve safety which do not degrade the existing highway geometrics.

Mitigation Bank – A site where wetlands and/or other aquatic resources or natural habitats are restored, created, enhanced, or in exceptional circumstances, preserved, expressly for the purpose of providing compensatory mitigation in advance of authorized impacts to similar resources.

Mobile Source Air Toxics (MSAT) – Air toxics emitted by motorized vehicles.

National Ambient Air Quality Standards (NAAQS) – Established under the Clean Air Act to gauge a geographic region’s air quality compared to a national benchmark criterion.

National Bridge Inventory (NBI) – A database compiled by the FHWA with information on all bridges and tunnels in the United States that have roads passing above or below them.

National Environmental Policy Act (NEPA) – Federal legislation enacted in 1969 and signed into law in 1970 that establishes a process intended to ensure that actions that are performed by federal agencies or that utilize federal funds, examine and consider the potential environmental effects of the proposed action. The process demands that agencies utilize a systematic interdisciplinary approach to balance infrastructure need with potential effects to the human and natural environment to reach a decision that is in the best overall public interest.

National Historic Preservation Act (NHPA) – Federal legislation enacted in 1966 which establishes the National Register and the process for adding properties to it.

National Pollutant Discharge Elimination System (NPDES) – A federal program that regulates point source discharges.

National Register of Historic Places (NRHP) – The United States government’s official list of districts, sites, buildings, structures, and objects deemed worthy of preservation for their historical significance or great artistic value.

New Construction Project – A project that consists of all new construction on a new alignment where no road is present for the majority of the project.

No-Build Alternative – A project scoping alternative which includes no upgrades that would change the road’s operation or extend its service life and instead, would only continue the routine maintenance of the existing facility.

Nonattainment Area – A geographic area where air pollution levels exceed the NAAQS established under the Clean Air Act.

Notice to Proceed (NTP) – A statement provided by DelDOT that work on a planned task can commence. Notice to proceed for professional services are issued by DelDOT’s Division of Finance. Notices to proceed are not issued until the associated purchase order has reconciled in FACTS and in FSF.

Obligation – The federal government’s commitment to reimburse for the federal share of an approved project’s eligible costs. This commitment occurs when the project phase is approved.

Open End Contract – See Indefinite Delivery Indefinite Quantity.

Pavement Coring – A cylinder of pavement material (Portland cement concrete, hot mix asphalt, or other solid material) extracted from a road or bridge surface with a hollow drill bit, usually for purposes of discovery or testing.

Peak-Hour Traffic (PHT) – The traffic volume during an interval shorter than a day, usually one hour, that reflects the frequently repeated rush-hour periods.

Pedestrian Access Route (PAR) – An accessible, continuous, and unobstructed path of travel for use by pedestrians with disabilities within a pedestrian circulation path.

Planning and Environmental Linkages Studies (PEL) – A collaborative and integrated approach to transportation decision-making that considers environmental, community, and economic goals early in the transportation planning process, and uses the information, analysis, and products developed during planning to inform the environmental review process.

Point Source Discharge – A release of pollutants into the environment from a specific and identifiable origin. In transportation construction, this is usually any discrete conveyance such as a pipe or a man-made ditch into a waterbody.

Policy Implement (PI) – A document that establishes DelDOT policies, procedures, or processes. The Division of Planning is responsible for maintaining DelDOT’s Policy Implements.

Pre-Bid Meeting – A meeting that is held after a contract is advertised but before the bids are due. Pre-bid meetings offer potential bidders the opportunity to get clarification on the project requirements.

Preconstruction Notification (PCN) – A notice that must be submitted by the permittee as early as possible before an action commences.

Preventive Maintenance (1R and 2R) Project – A project that consists of performing resurfacing and restoration of existing infrastructure that preserves the system, retard future deterioration, and maintains or improves the functional condition of the system without increasing structural capacity. Any enhancements within this alternative type are typically minor and are generally intended to restore the overall condition of the transportation facility.

Professional Services – Nonphysical products or services. Project development professional services utilized by DelDOT can be categorized as design related professional services or as design support related professional services.

Program Management – The process of managing a group of related projects in a coordinated way. Program management provides well defined system goals that are met through the completion of a group of projects.

Programmatic Agreement (PA) – An agreement between two entities which outlines how a program can be carried out. Programmatic agreements are intended to streamline the review and approval process.

Project – An undertaking including planning, preliminary engineering, acquisitioning of right-of-way, and actual construction.

Project Baselining – The process of evaluating a project’s specific conditions, parameters, and other associated constraints to determine an estimated project schedule and budget.

Project Closeout – The process that DelDOT uses to finalize and remove a project from DelDOT’s accounting system.

Project Development – The term assigned to the process which is used to take a project from origination through implementation.

Project Directory – The location where project development related files are kept.

Project Initiation – An early phase in the project development process in which a project is assigned to a section within DelDOT for further development.

Project Management – The process of managing a task in a thoughtful manner with the goal of ensuring that all work is completed at the correct performance level, on time, and within budget and scope.

Project Manager – The qualified employee who is placed in responsible charge of a project. In accordance with 23 CFR 172.9(d)(1), the Project Manager ensures that the work delivered is complete, accurate, and consistent with the terms, conditions, and specifications of the professional services contract. Independent consultants may be procured to serve in a program or project manager support role, as specified in 23 CFR 172.7(b)(5).

Project Origination – The initial development and conceptualization of a transportation project. Project origination involves the identification of transportation needs and deficiencies, assessment of alternatives, and the initiation of a project planning process.

Project Permitting – The process used to obtain approval or other required agreement from regulatory agencies prior to proceeding with an activity.

Project Phase – Portions of a project typically defined by the work being performed. Project phases are also used as an accounting tool to separate money that will be used for different purposes. FHWA divides project funding phases into Preliminary Engineering (PE), Right-of-Way (ROW), Construction (CON), and Other. DelDOT’s project funding phases include Preliminary Engineering (PE), Right-of-Way (RW), Construction (C), Utility, Traffic, and Construction Engineering (CE).

Project Prioritization – A performance-based process which involves evaluating and selecting projects based on measurable criteria.

Project Scoping – The process that is used to evaluate a transportation deficiency and determine what work should be included within a proposed project to address the deficiency.

Project Statements – Project statements that are included in the bid proposal are used to summarize third-party actions or coordination that either has been performed or which still needs to be performed. Project statements that are not included in the bid proposal are used to formally communicate information between DelDOT sections.

Project Team – The project team includes the design team and the support section staff assigned to a project.

Project Tracking – The act of monitoring a task’s progress to ensure on-time and on-budget deliverables that are complete, accurate, and consistent with the terms, conditions, and specifications of the contract under which they were developed.

Projects of Division Involvement (PODI) – Projects which have been identified as having an elevated risk, contain elements of higher risk, or present a meaningful opportunity for FHWA involvement to enhance meeting program or project objectives. PODI projects are selected by the FHWA and will have a specific Stewardship and Oversight Plan crafted outside of the general DelDOT and FHWA Stewardship and Oversight Agreement that establishes the responsibilities of both entities.

ProjectWise – A cloud-based Document Management System (DMS) designed specifically to manage documents related to design and construction projects. ProjectWise provides a secure file management system where access is controlled by security groups managed by DelDOT’s ProjectWise Administrators.

Protected Resources – Elements or features that contribute to the human and built environment or the natural environment and which are protected in some capacity by law, regulation, or other policy.

PS&E (Plans, Specifications, and Estimate) – The milestone in the project development process ahead of project advertisement. The PS&E submittal includes all elements of a construction project that will become the contract between the advertising agency and the awarded contractor.

Public Transportation Operators – A public entity or government-approved authority that participates in the continuing, cooperative, and comprehensive transportation planning process and is a recipient of federal funds to provide transportation to the public within a specific area or jurisdiction.

Purchase Order (PO) – A document that holds a specific sum of money to be paid to a specific vendor for a specific project or purchase.

Purpose and Need Statement – A summary of a project’s objectives. Purpose and need statements are required for EIS and EA classes of actions and are a good practice for all other projects. The need statement provides the factual foundation for the project while the purpose is the desired transportation outcome.

Quality Assurance (QA) – Involves reviewing work products prior to submission to verify the appropriate QC processes were followed, that it is complete, accurate, and high‐quality, and that it meets the Standard of Care. QA is performed at a global level across a project by a third party qualified to conduct the review. It may involve a multi‐disciplinary team on complex projects.

Quality Control (QC) – Involves a detailed review of a work product by a second party qualified to conduct the review. QC is performed on each work product making up the various component pieces of a larger deliverable.

Railroad Statement – A summary of the railroad involvement required on a contract.

Rare, Threatened, and Endangered Species (RTE) – A designation applied to a species by a regulatory agency. A designation as rare, threatened, or endangered creates additional protections for the species.

Reconstruction (4R) Project – A project that consists of utilizing an existing roadway alignment or making only minor changes to an existing alignment but involves changing the basic roadway type. Typical work includes improving operation by widening, horizontal and/or vertical realignment, addition of travel lanes, access improvement, and replacing bridges.

Record of Decision (ROD) – Documentation of the environmental decision made by the administering federal agency for a project. The ROD includes the basis for the decision, identifies the selected alternative, and summarizes any mitigation measures that will be incorporated in the project.

Regional Transportation Planning Organizations (RTPOs) – A policy board of nonmetropolitan local officials or their designees created to carry out the regional transportation planning process.

Regulatory Agencies – Government authorities that are given the ability to set and enforce standards.

Resurfacing, Restoration, and Rehabilitation (3R) Project – A project that consists of resurfacing, restoration, and rehabilitation (3R) of an existing facility with the intention of preserving and extending service life and enhancing highway safety. This project type could include pavement improvements of the existing road, minor roadway widening, and typically includes minor drainage improvements within the scope of the project.

Right-of-Way (R/W) – Land, property, or an interest therein possessed by DelDOT, or other entity acquired for, or devoted to, transportation purposes.

Right-of-Way Statement – A summary of a project’s required property rights acquisition status.

Right-to-Enter (RTE) – A police power which provides an authority permission to enter onto a property. In general, this authority is typically limited to specified applications.

Road User Costs (RUC) – Additional costs borne by motorists and the community at-large that are a result of a work zone activity.

Safe System Approach – A principles-based approach to transportation design and operation that recognizes that safe roads are a continuum and not an absolute. The approach emphasizes the use of multiple layers of protection to both prevent crashes and to reduce harm caused to those involved when crashes occur.

Salisbury/ Wicomico MPO – Metropolitan planning organization covering portions of Sussex County.

Scope Management – The act of evaluating work proposed after the initial scoping phase and determining whether the proposed work fits within the project objectives and should be included or if it is outside of the project’s objectives and should be excluded. Scope management is primarily concerned with defining, and then controlling, what is and is not included in the project scope.

Scope of Work – A detailed list of the items required to complete a contract.

Section 4(f) – A reference to Section 4(f) of the DOT Act of 1966 which declares that it is the policy of the United States Government that special effort be made to preserve the natural beauty of the countryside and public park and recreation lands, wildlife and waterfowl refuges, and historic sites.

Section 6(f) – A reference to Section 6(f) of the Land and Water Conservation Fund (LWCF) Act of 1964 which contains strong provisions to protect federal investments made through said act.

Soil Boring – A subsurface investigation performed to determine the existing soil profile. Consistency of cohesive soils and relative density of cohesionless soil are determined for design purposes. The soil samples obtained in the drilling operation are tested for physical, index, and engineering properties to facilitate decisions on construction issues.

Special Provision – Project specifications that are modifications of standard specifications or are new specifications. Special provisions must be incorporated into each contract in which they apply.

Spend – Cash that is used to pay for goods and services on a project. Spend limits are set after funds are authorized.

Spend Plan – A schedule of cash payments on a project or program typically projected over fiscal years.

Standard Construction Details – Drawings that are incorporated into DelDOT contracts by reference, thereby making them an enforceable part of the contract.

Standard Specifications – DelDOT’s general contracting, material, and construction method requirements for typical road and bridge construction. The Standard Specifications are incorporated into DelDOT contracts by reference, thereby making them an enforceable part of the contract.

State Historic Preservation Officer (SHPO) – The official designated by the governor of each state to carry out the responsibilities of the National Historic Preservation Act (NHPA) of 1966 and administer the State’s historic preservation program and the duties, as described in 36 CFR 61. While the SHPO is an individual, it is also an office that performs a variety of functions under the NHPA and associated state laws.

State Implementation Plan (SIP) – A plan that is required under the Clean Air Act which outlines how a state will achieve, maintain, and enforce the NAAQS.

State of Good Repair (SoGR) – A condition in which a transportation asset is able to operate at a full level of performance.

Statewide Transportation Improvement Program (STIP) – A federally required staged, multi-year, statewide intermodal program comprised of transportation projects and programs that are consistent with the Long-Range Transportation Plan. The STIP is required to cover a period of 4-years. The STIP is commonly referred to in Delaware as the Capital Transportation Plan (CTP).

State Project Number – An identification number assigned to a project to assist with project identification and tracking.

Stewardship and Oversight (S&O) Agreement – 23 U.S.C. 106 requires that FHWA and each state enter into an agreement documenting the extent to which a state assumes the responsibilities of FHWA under Title 23. The Stewardship and Oversight Agreement formalizes these delegated responsibilities and agreements to address how the Federal-aid Highway Program will be administered in a state.

Strategic Highway Safety Plan (SHSP) – A comprehensive plan, based on safety data, developed by a state DOT that requires consultation with a broad range of safety stakeholders. The plan provides a framework for reducing highway fatalities and serious injuries on all public roads and is updated every 5 years.

STIP Amendment – A change to the STIP that is considered a major revision and requires public review and comment and a redemonstration of fiscal constraint. If an amendment involves “non-exempt” projects in nonattainment and maintenance areas, a conformity determination is required.

STIP Modification – A change to the STIP that is considered a minor revision and does not require public review and comment, a redemonstration of fiscal constraint, or a conformity determination (in nonattainment and maintenance areas).

Supplemental Task – A change to an initial task order. Supplemental tasks are usually the result of unanticipated, new, or extra work.

Support Sections – A group within DelDOT that oversees a particular area of the project development process and perform ancillary tasks to deliver a project. Support sections are relied upon by DelDOT as subject matter experts within their field due to their focus and expertise on a particular subject matter.

Task Upset Limit – A maximum amount above which an entity cannot charge.

Time of Year Restriction (TOYR) – A period in which certain work is prohibited by a regulatory agency.

Timing Statement – A summary of the analysis conducted to determine the contract duration which will be included in a contract’s General Description.

Traffic Statement – A summary of the traffic related responsibilities of the project contractor, traffic contractor, and the traffic supply items required.

Transportation Alternatives Program (TAP) – A program administered by DelDOT that chooses projects for funding through a selection process. DelDOT’s TAP receives funding through FHWA’s Transportation Alternatives (TA) Set-Aside from the Surface Transportation Block Grant (STBG) Program. The TAP is a key program for building complete streets that are safe for all users and achieve safe, connected, and equitable on and off-road networks.

Transportation Improvement Program (TIP) – A prioritized listing/ program of transportation projects covering a period of 4 years that is developed and formally adopted by a metropolitan planning organization as part of the metropolitan transportation planning process.

Transportation Management Area (TMA) – An urbanized area with a population over 200,000, as defined by the Bureau of the Census and designated by the Secretary of the United States Department of Transportation, or any additional area where TMA designation is requested by the Governor and the metropolitan planning organization and designated by the Secretary of the United States Department of Transportation. Metropolitan planning organizations located within a TMA are charged with developing additional planning products in recognition of the greater complexity of transportation challenges that are inherently present in large urban areas.

Transportation Management Plan (TMP) – A set of coordinated strategies to manage the work zone impacts of a project.

Transportation Asset Management Plan (TAMP) – A plan required per 23 CFR 515 that establishes a process for managing an asset base over a period of time in order to deliver desired performance targets in a cost-effective way.

Transportation System Management and Operations (TSMO) – A set of strategies that focus on creating operational improvements which do not require adding system capacity. The goal of TSMO alternatives is to maintain or even restore the performance of the existing transportation system.

Transportation Trust Fund (TTF) – The financial account in which DelDOT generated revenues are deposited and money withdrawn to pay expenses encumbered through DelDOT’s activities.

Transportation User Groups – A categorization of transportation network users based on distinct characteristics and needs.

Transportation Improvement District (TID) – A geographic area defined for the purpose of securing required improvements to transportation facilities in the area.

Unifier – A software platform that DelDOT uses to perform, track, and manage several of its business processes performed throughout the project development process.

United States Army Corps of Engineers (USACE) – A branch of the United States Army that performs several functions including civil works which entails providing navigation, flood and storm damage protection, and aquatic ecosystems restoration.

United States Coast Guard (USCG) – The maritime security, search and rescue, and law enforcement branch of the United States Armed Forces. The Coast Guard serves as a regulatory agency in matters concerning marine environment and navigation.

United States Code (U.S.C.) – The official consolidation and codification of the general and permanent laws of the United States.

United States Department of Transportation (US DOT) – A federal agency with the responsibility of overseeing and planning all federal transportation projects and for setting regulatory policy. The Department includes several agencies including the FHWA, FTA, FRA, and FAA.

United States Fish and Wildlife Service (USFWS) – A federal agency within the United States Department of the Interior that is dedicated to the management of fish, wildlife, and natural habitats.

Unmanned Aircraft Vehicle (UAV) – An aircraft without any human pilot, crew, or passengers on board. A UAV is a component of an unmanned aircraft system (UAS).

Unmanned Aircraft System (UAS) – An unmanned aircraft and the equipment necessary for the safe and efficient operation of that aircraft.

Utility Designation – The process of using a geophysical method or methods to interpret the presence of a subsurface utility and to mark its approximate horizontal position (its designation) on the ground surface.

Utility Statement – A summary of the existing utilities within the project area, the temporary and permanent relocations, and work responsibilities and associated conditions.

Wild and Scenic River – A waterway that is protected under the National Wild and Scenic Rivers Act of 1968.

Wilmington Area Planning Council (WILMAPCO) – Metropolitan planning organization covering New Castle County in Delaware and Delaware and Cecil counties of Maryland. WILMAPCO is additionally considered a TMA.

Access Management – The practice of controlling ingress and egress to and from abutting properties to preserve or improve facility service and to reduce crash frequency and severity.

Advanced Acquisition – The acquisition of any interest in real property prior to approval of final right-of-way plans for the project.

Advanced Acquisition Committee – A committee which must approve all of DelDOT’s proposed advanced acquisitions. Upon approval, the project team may start negotiations with the affected property owner.

Advisory Committee – A group of project stakeholders selected to directly obtain feedback and potentially recommendations during the project development process. The people who participate on the advisory committee may be selected at random, selected to represent a particular homogeneous group, or selected to provide expert opinion.

Allocation – A distribution of funds to states with qualifying projects through general administrative criteria provided in law.

Apportionment – A distribution of funds to states through a formula prescribed within statute.

As-acquired – The actual acquisitions that were acquired versus what was called for in the plans.

At-grade Intersection – A crossing of two or more roadways that occur at the same level.

August Redistribution – A redistribution of federal transportation funds that occurs near the end of the federal fiscal year. The redistribution gives state DOTs access to any anticipated unused obligation limitation, allowing them to commit additional funds beyond their initial share by the end of the fiscal year on September 30tht.

Authorization – Authorization at the state level consists of a cost limit being approved by the General Assembly through the annual Bond Bill. All state authorization is given at the start of a new phase. Authorization at the federal level is provided by the in-effect federal authorization act. Authorization approval for a phase is provided through FMIS approval.

Base Course – The layer or layers of specified or selected material of designated thickness placed on a subbase to support a surface course.

Baseline – A two-dimensional line with curvature that acts as a reference for either construction or right-of-way purposes. Baselines are also commonly referred to as an alignment.

Blanket Easement – An easement that has an undefined boundary or location, meaning the easement applies to the entire parcel of land.

Borrow – Soil removed from a designated location for the purpose of providing embankment/fill material at another site.

Brownfield – Real property where it is either known or there is a reasonably held belief that the property is environmentally contaminated which have entered into the Brownfield Program.

Compaction – The decrease in volume and porosity of a material by its densification due to an applied force (e.g., rollers).

Composite Utility Map – A display showing the entire project limits with existing and proposed utility and roadway features included.

Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (CERCLA) – Provides a federal “superfund” to clean up uncontrolled or abandoned hazardous-waste sites as well as accidents, spills, and other emergency releases of pollutants and contaminants into the environment. The EPA is delegated the authority to seek out parties responsible for any release and assure their cooperation in the cleanup.

Contaminated Materials Management Plan (CMMP) – A site-specific plan that outlines procedures for handling, managing, and disposing anticipated hazmat.

Contingency Management Team (CMT) – A DelDOT group established to manage DelDOT’s contingency funds through approving project cost increases.

Contract Authority – A form of federal budget authority that permits obligations to be made in advance of appropriations.

Cost Plus Fixed Fee Contract – A contracting method that reimburses a vendor for allowable direct and indirect costs attributable to the project, plus a negotiated predetermined amount for profit (fixed fee).

Curb – An element placed at the edge of a roadway for a variety of purposes.

Debt Service – Money required to cover the payment of interest and principal on a loan or other debt for a particular time period.

Deed of Record – A document containing the legal conveyance or transfer of property from one party to another.

Delaware Economic and Financial Advisory Council (DEFAC) – A committee appointed by the Governor that is tasked with performing revenue and expenditure forecasts for both the General Fund and the Transportation Trust Fund. The council is overseen by the State of Delaware’s Department of Finance.

Delaware General Assembly – The two legislative bodies of Delaware State government, comprised of the Delaware Senate and the Delaware House. Members of the General Assembly are elected by constituents in legislative districts to represent them in matters of State government.

Delaware Office of Management and Budget (OMB) – A state agency that plays a central role in designing and implementing the state budget, allocating state resources, coordinating state agency management and budget practices, and supporting government services.

Denial of Access – A restriction that prohibits a boundary along a property from having access to an adjacent roadway.

Developer Contribution – A payment from a developer to DelDOT toward a capital project listed in the CTP.

Developer Reimbursement – An exchange of funds between DelDOT and a property developer when one entity designs and/or constructs a portion of the others proposed work.

Development Coordination Manual – A DelDOT manual with regulatory authority which defines the processes and procedures required to be completed before access to a state-maintained road is constructed or modified.

Direct Expense – Fees for anticipated work which are billed at cost in a contract. Direct expenses 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.

Direct Labor – The salary cost of personnel that work on a task.

Disadvantaged Business Enterprise (DBE) Program – A program administered by DelDOT’s Office of Civil Rights which requires that a certain percentage of work be performed by a for-profit small business where socially and economically disadvantaged individuals own at least a 51% interest and also control management and daily business operations.

DNREC Wetlands and Waterways Permit – Permits that are processed through DNREC’s Wetlands and Waterways section.

Dover Kent County Metropolitan Planning Organization – Metropolitan planning organization covering Kent County Delaware.

Easement – An interest in real property that conveys a right to use or control a portion of an owner's property or a portion of an owner's rights in the property either temporarily or permanently.

Electronic File Release Waiver – An agreement signed by parties outlining appropriate uses and limitations of electronic files.

Emergency Project – A project whose need is created after a natural disaster or catastrophic network failure from an external cause.

Entrance Plans – Construction plans that are submitted by a developer to DelDOT for review which define ingress and egress movements onto a site being developed and connected to a state-maintained roadway.

Excursion Rail – A railroad that provides a short outward and return journey by train. Excursion rail is intended to provide entertainment value.

Federal-aid Highway Program (FAHP) – An umbrella term, not defined in law, which in general refers to most of the federal programs providing highway funds to the states. When used in a budgetary context, Federal-aid Highway Program specifically refers to highway programs financed by contract authority out of the Highway Account of the federal Highway Trust Fund, plus any Highway Trust Fund supplemental appropriations for the Emergency Relief program.

Federal Highway Trust Fund – A federally maintained financial account into which specific revenue streams are deposited. The fund was initially created to finance the interstate highway system and certain other roads. The fund is currently used to finance the Federal-aid Highway Program.

Federal Transportation Authorization Act – Federal legislation which provides the legal authority to operate the Federal-aid Highway Program. The authorization act defines the funding programs within the Federal-aid Highway Program, sets maximum funding levels, and establishes program rules.

Fee Simple – The greatest possible interest in land with full rights of ownership.

First State Financials (FSF) – The official accounting system used by the State of Delaware.

Fiscal Constraint – Demonstration that the projects in a metropolitan transportation plan, TIP, and STIP can be implemented using committed, available, or reasonably available revenue sources, with reasonable assurance that the federally supported transportation system is being adequately operated and maintained.

Fiscal Management Information System (FMIS) – The system used by FHWA and state DOTs to establish project agreements and record Federal-aid fund obligations. The system is used to record various project related information as part of the project agreement.

Fixed Fee – A cost that is intended to compensate the vendor for contingencies, interest on invested capital, readiness to serve, disallowed overhead items, and profit.

Flexible Pavement – Roadway pavement comprised of a binder and aggregate that is designed to maintain intimate contact with and distribute loads to the subgrade. Flexible pavement structures rely upon aggregate interlock, particle friction, and cohesion for stability.

Force Account – A construction payment method where the entity performing the construction work is reimbursed for their actual costs of labor, materials, equipment, and overhead and are provided an additional fee for profit.

Freedom of Information Act (FOIA) – The term assigned to the laws that require either the full or partial disclosure of information and documents controlled by government. The governing federal law is contained in 5 U.S.C. 552 while Delaware’s implementing regulations are contained in 29 Del. C. Chap. 100.

Freight Rail – A railroad line that is designed and operated to transport cargo as opposed to human passengers.

Frontage Road – A roadway provided adjacent to a higher functional classification roadway for the purpose of segregating local traffic from higher speed through traffic.

Funds Allocation for Capital Transportation System (FACTS) – A DelDOT financial program that tracks estimates, authorizations, obligations, and spend information on a detailed project level. FACTS also interfaces with and communicates information between financial programs.

Grant – A funding source where applicants compete for award against submittals from other perspective grantees.

Grantee – An entity applying for a grant.

Grantor – The entity administering and awarding a grant.

Green Book – The term commonly given to AASHTO’s A Policy on Geometric Design of Highways and Streets based on its green color. The Green Book serves as the primary national road design reference.

Hazardous Substance Cleanup Act (HSCA) – A State of Delaware Act that gives DNREC the ability to ensure cleanup of facilities with a release or imminent threat release of hazardous substances. The act is intended to address hazmat sites that are not remediated under the federal Superfund program.

Hazmat – A commonly used acronym for “hazardous material”. Hazardous materials are substances that have been determined capable of posing an unreasonable risk to public health and the environment.

Hazmat Remedial Design and Implementation – The third and final phase in the DelDOT Hazmat process. The phase consists of planning the remediation work, obtaining approvals from regulatory agencies, preparing contract language to dictate and control the remediation work, and ultimately either performing or overseeing the remediation work.

Hazmat Site Investigation – Phase 2 in the DelDOT Hazmat process. This phase consists of performing field investigations to determine the limits, nature, site specific risks, and extent of any hazmat.

Horizontal Alignment – A two-dimensional plan view representation of a roadway’s location with no vertical element considered. A horizontal alignment is comprised of horizontal curves and straight-line tangents around a reference.

Inactive Federally Participating Project – A project that utilizes Federal-aid Highway Program funds and which hasn’t had an expenditure in over 12 months.

Indemnification – The act of providing protection to a party from loss or damages resulting from another’s actions.

Interagency Agreement – An agreement between DelDOT and another state agency.

Interchange – A system of interconnecting roadways placed on different grade levels with connecting ramps provided to allow movement between the roadways.

Joint Use Agreements – An agreement which lays out the terms and conditions for two entities to share the use of a single facility.

Legal Description – The description of real estate that is specific enough to uniquely identify it as distinct from all other properties. A land’s legal description is typically provided in a metes and bounds format.

Legislative Briefings – A meeting used to update members of the Delaware General Assembly on project progress which will in turn, allow them to keep their constituents updated.

Lift – A layer of similar material placed as part of a construction activity. Common applications are lifts of soil in an embankment or lifts of bituminous concrete in a pavement structure.

Limits of Construction (LOC) – The boundaries that define the area within which the contractor must confine its work.

Maintenance Agreements – An agreement between DelDOT and either a public or private entity which establishes maintenance roles and responsibilities between the parties.

Maintenance Road Number – The number assigned to each state owned and/or maintained road by county.

Median – The portion of a highway that separates opposing directions of travel.

Metes and bounds – Typically used to describe the limits of real property. Metes are the bearing directions and distances from point to point along the boundary, while bounds are a more general description of where the metes are located, such as along the property line of adjacent lands/owner, a road right-of-way, a certain watercourse, or other physical feature.

Monumentation – Markers that distinguish boundaries associated with property interests.

Municipality – A city, town, or other entity that has corporate status and local government.

National Highway System (NHS) – Routes included on the NHS are, interstate highways, other principal arterials, highways on the Strategic Highway Network (STRAHNET), major STRAHNET connectors, intermodal connectors, and other routes as approved by the FHWA. National Highway System routes are roadways important to the nation’s economy, defense, and mobility.

Navigable Waterway of the United States – As defined by 33 CFR 329, a navigable waterway of the United States are those waters that are subject to the ebb and flow of the tide and/or are presently used, or have been used in the past, or may be susceptible for use to transport interstate or foreign commerce.

Non-Reporting Permit – A United States Army Corps of Engineers permit type that does not require the applicant to formally notify the United States Army Corps of Engineers prior to a project’s construction occurring.

New Task – The first professional services provided by a vendor for an individual project or phase of a project.

Notice to Proceed (NTP) – A statement provided by DelDOT that work on a planned task can commence. Notice to proceed is issued by DelDOT’s Division of Finance prior to the construction phase. Notices to proceed are not issued until the associated purchase order has reconciled in FACTS and in FSF.

Obligation Plan – A four-year listing of federally funded projects summarized from the first four years of the CTP showing the State project number, FHWA/FTA program code and name, project title, and FHWA/FTA funds to be obligated, and the planned spend in each of the four years.

On-the-Job Training (OJT) Program – A program administered by DelDOT’s Office of Civil Rights which provides training opportunities for women, minorities, and disadvantaged persons in the highway construction industry.

Operating Budget – The sum of DelDOT’s operating expenses.

Operating Expense – A cost incurred by DelDOT to operate the existing transportation system.

Overhead – A cost that considers expenses that are outside of direct labor, and which are not directly attributable to a project. Overhead expenses include costs related to office space, taxes and insurance, business development expenses, and employee benefits that are not related to salary like insurance benefits, time off, unemployment taxes, social security taxes, and retirement benefits.

Passenger Rail – A railroad line that is designed and operated to transport human passengers as opposed to cargo.

Pavement design – The practice of assessing location condition and predicted traffic needs to provide a safe, durable, and cost-effective roadway pavement structure.

Pavement structure – The combination of material lifts such as subbase, base course, and surface course placed on a subgrade to support the traffic load and distribute it to the roadbed.

Payment Voucher – A method of recording payments made to vendors. DelDOT’s Division of Finance creates payment vouchers in the State’s finance system that matches invoiced amounts.

Permit Modification – A change to a permit application submitted by an applicant after initial permit application submission to a regulatory agency.

Planning Development Coordination Application (PDCA) – A web-based portal for the submittal of on-line fee payments and project documents related to land development, subdivision projects, and entrances.

Plat – A boundary plan for an existing property or proposed acquisition that includes the metes and bounds for the area(s).

Preliminary Hazmat Site Assessment – Phase 1 in the DelDOT Hazmat process. This phase consists of performing record searches of the project area to evaluate for the presence of contamination.

Project Stakeholder - Any individual or entity that has an interest or concern in a proposed action.

Public Hearing – A specific type of public workshop that is federally required based on the scope of a project in accordance with 23 CFR 771.111(h)(2)(iii).

Public Information Meetings – A public workshop that is intended to inform the public rather than solicit feedback in cases where there has been no public involvement over a significant amount of time.

Public Involvement Plan – A project-specific set activities coordinated to solicit the desired level of public input on a proposed project.

Public Utility – As defined by 26 Del. C. § 102.

Public Workshop – A meeting that is advertised and open to the public with the goal of providing information or soliciting feedback. Public workshops provide an opportunity for the public to engage in a free exchange of views and ideas and encourages public involvement in the decision-making process.

Purchase Order Modifications – A budgeting technique that is used to take a project to the next phase or to supplement an existing purchase order with additional funds for work that was previously unforeseen but within the original scope.

Quarterly Legislative Reports – A standardized summary provided to members of the Delaware General Assembly that summarize project progress. These reports are typically generated quarterly but can be generated upon request.

Railroad Agreement – Project-level railroad agreements are developed in accordance with the master railroad agreement that DelDOT maintains with railroad owners and operators within the State. Project-level agreements outline the project scope, project schedule, responsibilities of involved parties, estimated costs for necessary services, and method(s) of payment that will be used. An individual project may have one or multiple railroad agreements based on the scope of the project. Federal-aid Highway Program projects are required to have a construction phase agreement in-place before any work is performed on railroad right-of-way or adjustments are made to railroad facilities.

Railroad Master Agreement – An agreement that DelDOT maintains with railroad owners and operators within the State that dictates the process used to achieve the necessary individual railroad agreements at the project-level.

Railroad Operator – An entity that uses another railroad owner’s right-of-way.

Railroad Owner – The entity that owns the railroad right-of-way. Also known as the host railroad when other railroad operators use the railroad owner’s right-of-way.

Railroad Protection Services – Activities that are performed to ensure that work required near a railway can be performed safely. Two common methods of providing railroad protective services are through railroad flagging and track outages.

Railroad Statement – A document that certifies that all railroad work has been completed or that all necessary arrangements have been made for it to be undertaken and completed as required by the advertised construction schedule. Providing a railroad statement at advertisement is required for Federal-aid Highway Program projects.

Reallocations – The redistribution of funds within an existing purchase order.

Record Plan – As defined by the DelDOT Development Coordination Manual, a record plan is a complete plan which defines the property lines, proposed street and other improvements, and easements. A record plan also establishes the streets to be dedicated to public use.

Regionally Significant – As defined by 23 CFR 450.104, regionally significant means a transportation project (other than projects that may be grouped in the TIP and/or STIP or exempt projects as defined in EPA's transportation conformity regulations (40 CFR part 93, subpart A)) that is on a facility that serves regional transportation needs (such as access to and from the area outside the region; major activity centers in the region; major planned developments such as new retail malls, sports complexes, or employment centers; or transportation terminals) and would normally be included in the modeling of the metropolitan area's transportation network. At a minimum, this includes all principal arterial highways and all fixed guideway transit facilities that offer an alternative to regional highway travel.

Resource Conservation and Recovery Act of 1976 (RCRA) – Establishes federal laws that govern the disposal of solid and hazardous waste.

Reporting Permit – A United States Army Corps of Engineers permit type that requires the applicant to formally notify the United States Army Corps of Engineers prior to a project’s construction occurring.

Right-of-Way Acquisition – Activities to obtain an interest in, and possession of, real property.

Right-of-Day Dedication – Land that is granted to the State.

Right-of-Way Reservation – A commitment by DelDOT for future acquisition from an owner of any interest in a property, in exchange for an agreement by the owner to refrain from further developing the property or designated portions.

Right-of-Way Use and Occupancy Agreements – An agreement between DelDOT and a private entity which allows use of the public right-of-way.

Right to Enter (RTE) – Authority provided to DelDOT through the Delaware Code to enter onto private property to maintain, repair or reconstruct existing facilities used by the public and maintained at the public’s expense.

Rigid Pavement – Roadway pavement that is designed to have a relatively high bending resistance that distributes loads to the base material (if applicable) and then to the subgrade.

Road Design – The practice of analyzing and selecting the geometric and physical features that will define a roadway.

Roadside Design – The consideration and subsequent efforts to minimize the severity of errant vehicles leaving the traveled way.

Roadway – The portion of a highway, including shoulders, for vehicular use. A divided highway has two or more roadways.

Rumble Strips – Patterns constructed on, or in, the travel lane or shoulder pavement that are intended to produce a sudden audible sound, cause the vehicle to vibrate, and indicate that the driver needs to take corrective action.

Salisbury/ Wicomico Metropolitan Planning Organization (S/WMPO) – A metropolitan planning organization covering portions of Sussex County, Maryland, and the surrounding region.

Shoulder – The portion of the roadway that is contiguous with the traveled way. The shoulder is not intended for regular vehicular travel.

Sight Distance – The length of roadway ahead that is visible to a vehicle driver.

Soil Cement – A combination of a soil material and cement to create a stable material. Soil cement can be mixed in place, an application typically performed underneath roadway pavements where a calculated amount of cement is blended with a soil of known moisture content.

Spend Balance – The amount of cash available to spend on a project. Spend balances are calculated by subtracting a project’s expenditures from its assigned spend.

State Regulated Wetland – An area designated as a wetland in accordance with 7 Del. C. § 6603 and 7 DE. Admin. Code § 7502(5.0).

State of Delaware General Fund – A financial account into which all revenue streams for the State are deposited, except those specified by law to be deposited elsewhere. The General Fund is used to finance and account for the ordinary operations of the State.

State of Delaware Transportation Trust Fund – A financial account into which specific revenue streams are deposited. The money within the fund is then budgeted and programmed by DelDOT for operating expenses and capital expenditures.

Subaqueous Lands – Submerged lands and tidelands as designated in 7 Del. C. § 7202 and 7 DE. Admin. Code § 7504(1.0).

Subbase – One or more layers of specified material thickness placed on a subgrade to support a base course in bituminous concrete pavement applications or Portland cement concrete pavement applications.

Subgrade – The existing soil or rock that the subbase is placed upon for a pavement structure.

Subgrade Treatment – Modification made to the underlying roadbed material by using cement or other materials.

Subsurface Utility Engineering (SUE) – The specialty practice of civil engineering that includes the investigation, analysis, judgement, and documentation of existing utility networks.

Supplemental Task – A budgeting technique that is used to process a new purchase order to take the project to the next project milestone or to supplement the current task with additional funds for work that was previously unforeseen but within the original scope.

Surface Course – The top layer of a pavement structure that is intended to resist skidding, traffic abrasion, and the disintegrating effects of climate. The top layer is sometimes called the wearing surface.

Town Agreements – An agreement between a municipality and DelDOT which allows DelDOT to perform work within a municipality’s boundaries.

Traffic Barrier – Features installed to prevent vehicles from leaving the roadway and colliding with objects that have a greater crash severity potential than the barrier itself.

Traffic Calming – Changes in street alignment, installation of barriers, and other physical measures to reduce traffic speeds and/or cut‐through volumes, in the interest of street safety, livability, and other public purposes.

Traffic Control Device – Markings, signs, and signal devices used to inform, guide, or otherwise control traffic.

Traffic Impact Study (TIS) – A study conducted during the development approval process to determine the impacts that traffic generated by a proposed development will have on the surrounding street network and the improvements needed to the transportation system in order to mitigate those impacts.

Traffic Operational Analysis (TOA) – An evaluation, or series of evaluations, conducted during the review of subdivision, land development, and entrance plans primarily intended to determine site entrance location and movements to be allowed at the site entrance.

Traffic Signal Agreements – An agreement that allows 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.

Transportation Alternatives Program (TAP) Agreements – An agreement used by DelDOT’s TAP to outline the responsibilities of DelDOT, a project sponsor, and any other pertinent project stakeholders. The agreement summarizes the scope and limits of the project and assigns funding and future maintenance responsibilities to the parties to the agreement.

Transportation Infrastructure Investment Fund (TIIF) – A grant program available to businesses in Delaware to help offset their transportation improvements costs. The program is administered by DelDOT with goal of helping build the infrastructure that supports new or growing businesses in Delaware.

Traveled Way – The portion of the roadway that allows for the movement of through traffic, including vehicles, transit, and freight. It does not include such facilities as curbs, shoulders, turn lanes, bicycle facilities, sidewalks, or park lanes. Divided highways are made up of two separate roadways, each with its own traveled way.

Tree Bill – Delaware legislation that provides protection to trees throughout the State. The Tree Bill emphasizes the removal, clearing, or cutting of the minimum of number of trees to complete a project and requires the performance of a tree survey for certain construction activities which then establishes a project’s mitigation requirements.

Unauthorized Work – Work performed that is beyond the terms of the contract and which has not been directed through other means.

Uneconomic Remanent – A parcel of real property in which the owner is left with an interest after the partial acquisition of the owners' property, and which the acquiring agency has determined has little or no value or utility to the owner.

Utility Agreement – An agreement entered into by the Department and a utility owner when monies will be exchanged as part of a project or when the work is otherwise reimbursable under the Delaware Code. The agreement establishes the utility work required along with its terms and conditions, in accordance with the Delaware Code.

Utility Conflict Matrix (UCM) – A tool used by DelDOT to identify, track, coordinate, and resolve potential conflicts with utility companies throughout the highway project design process.

Utility Coordinator – The staff member assigned by the DelDOT Utilities section to oversee a project’s utility coordination.

Utility Designation – The act of horizontally locating and mapping the approximate location of a utility through surface geophysical techniques.

Utility Master Franchise Agreement – The legal document that authorizes a regulated public utility to place its facilities within state rights-of-way.

Utility Permit Application (UPA) – An online portal used for the electronic submission of utility plans and documents associated with highway projects.

Utility Quality Level – An assigned value that is intended to describe the level of uncertainty of a utility’s location and existence and reflect the professional SUE opinion on the reliability of utility information provided in accordance with ASCE standards.

Utility Test Hole – A small, limited, non-invasive excavation made to determine, measure, and record data about a buried utility segment or utility feature.

Utility Use and Occupancy Agreement – The document by which DelDOT approves the use and occupancy of highway right-of-way by utility facilities or private lines.

Vendor – A person or company that supplies services or goods.

Vertical Alignment – The vertical alignment defines the roadway’s grade in relation to its horizontal axis.

Introduction

“Project development” is the general term that the Delaware Department of Transportation (DelDOT) assigns to the process which is used to take a project from origination through implementation. The goal of the project development process is to deliver a high-quality product which addresses an identified need, on-time, and within the established budget. The project development process is a complex and dynamic project management and decision-making workflow for transportation projects which will vary according to many project specific factors. These factors include:

• Program or section developing the project,
• Complexity of the project,
• Number and type of project stakeholders involved, and
• Project funding.

This manual has been developed to serve as a task-oriented guide to be referenced throughout the project development process to promote consistent, transparent, and efficient project delivery which adheres to all pertinent state and federal requirements. This manual describes DelDOT's project development process for most projects. It does not cover all possible scenarios due to the numerous variables involved. DelDOT sections that require specialized guidance are encouraged to create supplementary documents as needed.

Federal and State Requirements

Department Resources
DelDOT and FHWA Stewardship and Oversight Agreement

Transportation improvements inherently affect many stakeholders and can profoundly affect the nature of our communities and our environment. Accordingly, many laws have been enacted and regulations adopted at both the state and federal level which direct the DelDOT project development process. The primary controlling source documents affecting the DelDOT project development process are the United States Code (U.S.C.), the Code of Federal Regulations (CFR), and the Delaware Code. While there are many sources of federal funding available through multiple federal agencies and programs, the vast majority of DelDOT’s federal funding comes from the Federal Highway Administration (FHWA). The process detailed within this manual has been crafted to ensure compliance with the applicable federal and state requirements; and cites the governing state and federal laws, regulations, or other regulatory agency’s published policy or advisory guidance affecting the DelDOT project development process as needed throughout this manual. This manual has been specifically written to conform to the FHWA’s established processes and procedures as the agency administers the vast majority of DelDOT’s federal funding. Other federal agencies may have their own unique requirements and procedures which may not be fully addressed by this manual; therefore, it is essential for the project team to understand the source of a project’s federal funding to ensure federal compliance. Likewise, certain procedures outlined in this manual may be able to be modified or simply not performed when only state funds will be used for each phase of the project.

FHWA’s Federal-aid Highway funds may only be used on certain roadways eligible for this type of funding. Federal-aid Highway Program funds are authorized by the United States Congress for construction, reconstruction, and improvements of highways and bridges and functions as a reimbursement program as state departments of transportation (DOTs) must initially fund all work using state money. States are only eligible for reimbursement if they adhere to all the pertinent federal requirements. The principal statutes establishing the requirements of the Federal-aid Highway Program are found in Title 23 of the United States Code (U.S.C.) and the regulatory requirements are found in Title 23, Highways, of the Code of Federal Regulations (CFR). In accordance with 23 U.S.C. 106(g), DelDOT and the FHWA maintain a Stewardship and Oversight Agreement which further defines the oversight roles and responsibilities and subsequent approval authority of the two agencies. A key aspect of the FHWA’s administrative role is the selection and subsequent oversight of projects classified as Projects of Division Involvement (PoDIs). PoDI projects are selected by the FHWA and are typically projects which have an elevated risk, contain elements of higher risk, or present a meaningful opportunity for FHWA involvement to enhance meeting program or project objectives. Each PoDI project will have a specific Stewardship and Oversight Plan crafted outside of the general DelDOT and FHWA Stewardship and Oversight Agreement that establishes the responsibilities of both entities. The FHWA primarily provides oversight administration of the Federal-aid program through their local Federal-aid Division Offices located in each state as well as in the District of Columbia and Puerto Rico. The FHWA’s local Delaware office is tasked with providing oversight over DelDOT’s Federal-aid program in Delaware. FHWA’s local offices are supported by their headquarters office which oversees federal policy and initiatives and performs national-level oversight and research.

Title 2, Transportation and Title 17, Highways of the Delaware Code as well as the Bond Bill and associated epilogue language are the primary state level references that establish the authority, obligations, and duties of DelDOT. Title 29, Chapter 84 of the Delaware Code further defines how DelDOT will operate and its role in leading transportation decision-making on behalf of the State of Delaware. Under the State law, DelDOT may only do what it is authorized and mandated to do under law; accordingly, if project stakeholders request additional work that is not authorized by state law or eligible for federal reimbursement under federal regulations, the funding for that specific work may be denied.

Applicability to Local Public Agencies

Over time, DelDOT has assumed responsibility for the large majority of roads within the State including the roads outside of local municipalities which were previously designated as county roads in accordance with 17 Del. C. § 131 (b) and 17 Del. C. § 131 (g). Several state and federal public agencies own roads in Delaware as well, including the Delaware River Bay Authority (DRBA), the United States Army, the Delaware Department of Natural Resources and Environmental Control (DNREC), the United States Air Force, and the Delaware National Guard. These road owners will undertake public transportation design and construction projects to maintain their infrastructure using a variety of funding mechanisms, including funding through the Federal-aid program. In accordance with 23 CFR 635.105, DelDOT is ultimately responsible for the construction of all Federal-aid projects within the State regardless of the administering agency. Local public agencies may utilize federal funds administered through DelDOT for their improvements provided that all activities meet the applicable state and federal requirements. Local public agencies that utilize funding sources outside of state or federal sources may follow project development processes outside of this manual at their discretion, however, local public agencies that utilize state or federal funding are highly encouraged to use this manual as a guide during their project development process to ensure compliance with the pertinent state and federal requirements.

References to Other Resources

Much of the DelDOT project development process is directed by federal or state level requirements contained in various publications outside of this manual. Additionally, DelDOT has published numerous documents to implement or supplement these federal or state level requirements and to define processes or criteria that are otherwise unaddressed at the federal or state level. This manual aims to summarize the content and applicability of each reference but has not been written as a substitute for reading and applying the source document.

1.3.1 DelDOT Developed Resource Documents

DelDOT provides a variety of publications outside of this manual related to the project development process which are maintained by various groups throughout DelDOT based on the subject matter contained. The method and format in which the information is ultimately published is dependent on the content, its intended use and audience. This subsection lists the resource document types that DelDOT utilizes to publish its resources:

• Manuals – These publications are intended to provide comprehensive direction, guidance, and assistance while describing multiple topics within a related specific subject matter. DelDOT’s manuals are published on its Publications webpage so that the information is easily accessible to DelDOT, its consultants, and to the general public.
• Design Guidance Memorandums (DGMs) – These documents are intended to provide technical guidance to DelDOT and its consultants to establish and adopt best practices for preparing transportation project plans. DGMs should relate to a specific topic that is not thoroughly addressed by Departmental standards, manuals, policies, or other widely adopted industry technical resource documents. DelDOT’s current DGMs and a listing of its archived DGMs are posted on its Design Guidance Memorandum webpage. DelDOT maintains a formal process for developing and approving DGMs within its DGM policy document entitled Design Guidance Memorandums Development and Approval Process.

Department Resources
DelDOT Publications Webpage
Design Guidance Memorandum
Design Guidance Memorandums Development and Approval Process
Policy Implement Procedures and Approval Process
Stewardship and Oversight Agreement
Design Resource Center

• Policy Implements (PIs) – These documents are intended to provide guidelines to DelDOT employees related to conduct, and internal procedures necessary to carry out DelDOT’s programs. PIs can help establish broad goals or parameters but should relate to a specific topic that is not covered by another law, regulation, executive order, or policy. Once approved, these documents are posted to DelDOT’s Sharepoint website which is not readily available to entities outside of DelDOT. Therefore, PIs should only contain information relevant just to DelDOT staff. DelDOT maintains a formal process for developing and approving PIs within its policy document entitled Policy Implement Procedures and Approval Process which is only available to DelDOT employees through DelDOT’s Sharepoint website. PIs are approved and then maintained by DelDOT’s Division of Planning but can be developed by any division within DelDOT in accordance with the Department’s policy.
• Engineering Instructions (EIs) – These documents are published to provide specific technical and typically procedural guidance on a particular element in the project development process. DelDOT’s EIs are published and then posted to various locations on the Design Resource Center (DRC) that are accessible to DelDOT, its consultants, and to the general public.
• Formal memorandums – DelDOT will develop and distribute directive memorandums as needs arise. Memorandums are typically generated when specific clarifications or procedural updates are needed.
• Other guidance resources – DelDOT maintains numerous other project development related guidance resources that don’t fit into the previously described categories. The process for developing and publishing these documents will vary considerably based upon the information contained in the document.

DelDOT’s resources will be updated when determined necessary to keep the content current and accurate. Keeping resources current and accurate not only increases DelDOT efficiency but also reduces the Department’s liability as these documents are frequently used by litigants and courts as evidence bearing on the standard of care or duties for transportation agencies sued for alleged negligence. Additionally, federal regulatory requirements dictate that several resources be reviewed and updated on periodic schedules. When updates are determined necessary, the assigned update team should evaluate the following considerations as early in the update process as possible to ensure an effective update process:

• Plan Development & Construction Working Group involvement – The Plan Development & Construction Working Group is a cross-sectional group of individuals from the various sections within DelDOT charged with recommending and reviewing procedures, process changes, documentation (e.g. policies, plan notes, DGMs, etc.), and standard practices concerning plan development and construction. Many resource update efforts will be initiated through this working group; however, when updates are initiated outside of this working group, the updating group should look to coordinate with this working group to ensure general Department consensus at the early stages of the update.
• Approvals required by statute or agreement – Many of DelDOT’s publications are required in accordance with federal or state requirements or must be reviewed and/or approved by the FHWA in accordance with the current DelDOT and the FHWA Stewardship and Oversight Agreement. Approval requirements should be investigated so that the necessary stakeholders can be engaged appropriately in the update process.
• Required public comment period – Updates to DelDOT publications that are considered regulatory by either being contained in or referenced by the Delaware Administrative Code, will require that a formal public comment period be provided through the State of Delaware’s Register of Regulations before adoption in accordance with 29 Del. C. Chapter 101.
• Limit liability – Agency publications are often used by litigants and courts in an attempt to establish agency negligence in liability related cases. Accordingly, all DelDOT developed resource documents must be written in a way which limits DelDOT’s potential liability. In general, resource documents are to be written using neutral and objective language. When use of engineering judgement is permitted, the resource should state that. The resource document type as well as the manner in which that information will be published should be considered during development. Manuals, policies, or standards imply that the document is to be followed unless flexibility is allowed or encouraged within the document. Document types that imply the information contained is guidance is generally understood to be advice which can be followed, but the application of that advice to a particular set of facts is not mandatory, suggesting an element of flexibility. The need for DelDOT’s Legal section to review the document should also be considered during development. Additional information on limiting an agency’s liability can be found within the National Academics, Sciences, Engineering, and Medicine’s Guidelines for Drafting Liability Neutral Transportation Engineering Documents and Communication Strategies.

Developing and Maintaining the Project Development Manual

The DelDOT Project Development Manual was created through a collaborative inter-Division process overseen by an Executive Committee and supported by a General Update Committee comprised of subject matter experts from across the Department. The Executive Committee was tasked with overseeing the overall update process while the General Update Committee provided technical input and performed content reviews throughout the manual’s development. Table 1.4 documents the members of both the Executive Committee and General Update Committee who contributed to the development of this manual at its inception.

It is understood that project development is a dynamic process that will change over time; accordingly, the content within this manual will be continually evaluated and updated as DelDOT procedures, policies, or best practices change. All suggested changes to this manual must be coordinated through and voted upon by DelDOT’s Project Development and Construction Working Group (PDCWG). For changes to be made to the manual, the following conditions must be met:

• Majority vote of approval by the PDCWG,
• Recommendation for approval by the DelDOT Deputy Director of Design and Deputy Director of Operations and Support,
• Recommendation by the DelDOT Chief Engineer,
• Approval by the Cabinet Secretary, and
• Concurrence by designated FHWA representative that there is no direct conflict with federal requirements.

Revisions are to be documented through the Project Development Manual Revision and Approval Log and then memorialized on the Manual’s Revisions and Approvals webpage. Manual users are encouraged to bring inaccurate or inconsistent information within the manual to their PDCWG representative for further discussion. Additionally, manual users are encouraged to “watch” the Wiki’s Revisions and Approvals webpage via the instructions provided at this link so that they can receive manual update notifications as changes are incorporated.

Table 1.4 – Manual Development Committee Membership

EXECUTIVE COMMITTEE:

Mark Luszcz, Deputy Director Operations and Support, Division of Transportation Solutions

Maureen Kelley, Deputy Director Design, Division of Transportation Solutions

John Caruano, Chief of Environmental & Administrative Support, Division of Transportation Solutions

Brad Damtoft, Support Engineer, Division of Transportation Solutions

Andrew Short, Specifications Engineer, Division of Transportation Solutions

GENERAL UPDATE COMMITTEE:

Abebaw Berihun, PAR Program Manager, Division of Planning

Mike Beulah, Pavement Management P&R Design Manager, Division of Transportation Solutions

Cassidy Blowers, Construction Resource Engineer, Division of Transportation Solutions

Shehnaz Chaudhri, Group Engineer, Division of Transportation Solutions

Eric Cimo, DelDOT Utility Engineer, Division of Transportation Solutions

Nick Dean, Project Engineer, Division of Transportation Solutions

Kyle Haller, Design Resource Engineer, Division of Transportation Solutions

Scott Johnson, Project Manager, Division of Transportation Solutions

Jon Karam, North District Design Support Engineer, Division of Maintenance and Operations

Taylor King, Statewide Support Services Engineer, Division of Maintenance and Operations

Thomas Little, Canal District Contracts Engineer, Division of Maintenance and Operations

Scott Neidert, HSIP Manager/ Traffic Resource Engineer, Division of Transportation Solutions

Nick Rigolino, Project Engineer, Division of Transportation Solutions

Jon Tice, Design Resource Engineer, Division of Transportation Solutions

Mark Whiteside, Design Resource Engineer, Division of Transportation Solutions

Project Origination and Planning

Project origination and planning is the first step in DelDOT’s project development process. Project origination refers to the creation of the project, including initial development and conceptualization. It involves the identification of transportation needs and deficiencies, assessment of alternatives, and the initiation of a project planning process. Project origination typically includes activities such as prioritizing projects within a program, conducting feasibility studies, evaluating potential impacts, determining project scope, and identifying potential funding sources. It is the starting point for formally defining and advancing a transportation project from an initial idea to a well-defined concept that can be further developed and eventually implemented.

Transportation project planning and programming is regulated at a federal-level and conducted through regional, state, and local-scale to ensure implementation of a process and improvements that consider the needs and desires of the end users. Understanding a project’s origination and purpose and need is crucial to ensure the development of contextually sensitive solutions that effectively address the underlying transportation deficiency. This chapter describes the mechanisms, processes, and associated standards that are used to plan, prioritize, and program projects within the State of Delaware for DelDOT projects.

Planning Standards

To be eligible to receive federal funds, a state department of transportation (DOT) is required to carry out a continuing, cooperative, and comprehensive performance-based statewide multimodal transportation planning process in accordance with 23 CFR 450. DelDOT’s Division of Planning is charged with overseeing and coordinating with necessary stakeholders both internal and external to DelDOT to maintain a federally compliant statewide planning process that considers the factors described in 23 U.S.C. 135(d)(1) and 23 CFR 450.206(a). This section of the manual serves to summarize several key aspects of a compliant planning process.

2.1.1 Contributing Organizations

DelDOT is charged with overseeing the entire statewide transportation planning process and for producing the deliverables that are described in Section 2.1.2. Continuous collaboration and coordination are required throughout the planning process to ensure effective constituent involvement. The regulatory requirements of the collaboration required in the planning process is explicitly defined in 23 CFR 450.208. This subsection identifies and further describes the role of organizations that are directly involved in DelDOT’s planning process.

2.1.1.1 Metropolitan Planning Organizations

A Metropolitan Planning Organization (MPO) is a regional agency responsible for transportation planning in metropolitan areas with populations over 50,000, as determined by the United States Census. MPOs are required for urbanized areas to ensure a coordinated and comprehensive approach to transportation planning and decision-making. Accordingly, MPOs play an instrumental role in the planning process.

MPOs have a governing board composed of representatives from local governments, transit agencies, and other stakeholders. They engage in a collaborative process involving public input, data analysis, and coordination with local constituents to ensure the development of planning deliverables that consider the needs of the local population.

MPOs play a crucial role in ensuring that transportation planning aligns with federal regulations, such as the transportation planning requirements of the Metropolitan Transportation Planning process outlined in 23 CFR 450. By coordinating transportation investments and addressing regional priorities, MPOs help enhance mobility, manage congestion, and support the overall development of the metropolitan area’s transportation system.

MPOs are formally designated by agreement between the Governor and local governments that together represent at least 75 percent of the affected population including the largest incorporated city, based on population. MPO boundaries are reviewed after each census to determine if existing boundaries meet the minimum statutory requirements for new and updated urbanized area(s).

An urbanized area with a population over 200,000, as defined by the Bureau of the Census and designated by the Secretary of the United States Department of Transportation (US DOT), is defined as a Transportation Management Area (TMA). MPOs located within a TMA are charged with developing additional planning products in recognition of the greater complexity of transportation challenges that are inherently present in large urban areas. The structure and roles of TMAs are more fully described in 23 CFR 450.310(d).

Delaware contains three MPOs within its boundaries:

• Wilmington Area Planning Council (WILMAPCO) covering New Castle County, Delaware and Cecil County, Maryland,
• Dover/ Kent MPO covering Kent County, and
• Salisbury/ Wicomico MPO covering portions of Sussex County.

Additionally, WILMAPCO is also considered a TMA.

2.1.1.2 Regional Transportation Planning Organizations (RTPOs) and Local Governments

Department Resources
Consultation Process for Non-Metropolitan Officials

Regional Transportation Planning Organizations (RTPOs) are comprised of multijurisdictional nonmetropolitan local officials or their designees who volunteer to provide input into the state planning process. RTPOs are established by a state’s Governor to enhance the planning, coordination, and implementation of the statewide planning program with an emphasis on addressing the needs of nonmetropolitan areas of a state. There are currently no RTPOs designated within the State of Delaware.

When an RTPO is not designated for a region, the state is required to consult directly with affected nonmetropolitan local officials to determine projects that may be of regional significance. Additionally, states are required under 23 CFR 450.210(b) to have a documented process(es) for cooperating with nonmetropolitan local officials to develop the deliverables described in Section 2.1.4.1 and Section 2.1.4.2. DelDOT’s consultation process is contained within its Consultation Process for Non-Metropolitan Officials document.

2.1.1.3 Public Transportation Operators

Public transportation operators refer to a public entity or government-approved authority that participates in the continuing, cooperative, and comprehensive transportation planning process and is a recipient of federal funds to provide transportation to the public within a specific area or jurisdiction. These operators can include various types of organizations, such as transit agencies, transportation authorities, or private companies contracted to provide public transportation services. Public transportation operators typically manage and operate various modes of public transportation, including buses, trains, light rail, streetcars, and ferries. The primary objective of a public transportation operator is to provide safe, efficient, and accessible transportation options to the public, helping to reduce traffic congestion, improve air quality, and enhance mobility within communities. These organizations coordinate directly with MPOs to assist in the development of the MPOs required planning deliverables. DelDOT will coordinate with these organizations during the planning process to solicit input as needed. Public transportation operators within Delaware’s boundaries include Delaware Transit Corporation (DTC), Southeastern Pennsylvania Transportation Authority (SEPTA), and Cecil Transit.

2.1.1.4 Council on Transportation

The Council on Transportation (COT) serves as an important advisory body, helping to shape transportation policies and plans in Delaware. The COT is responsible for advising the Governor, DelDOT, and other relevant agencies on matters related to transportation. The goal of the COT is to enhance transportation systems, promote economic growth, and improve the overall quality of life for residents and visitors in the State.

The COT is comprised of members appointed by the Governor. The duties of the COT are described in 29 Del. C. § 8409 of the Delaware Code. The COT plays an instrumental role in the development and approval of the planning document deliverables described in Section 2.1.4.1 and Section 2.1.4.2. The specific tasks that the COT performs in the planning process include the following:

• Approve DelDOT’s performance-based criteria which is further described in Section 2.1.2, in accordance with 29 Del. C. § 8419 (1) and 29 Del. C. § 8419 (2) of the Delaware Code.
• Hold public meetings in each county to inform the public and solicit comment on the proposed program contained in the federally required Statewide Transportation Improvement Program (STIP). The STIP is commonly referred to in Delaware as the Capital Transportation Plan (CTP).
• Make priority changes to the proposed CTP in an open meeting by documenting the reasons and justifications for the changes. This allowance is provided only after the written public comment period ends.
• Review and approve the Long-Range Transportation Plan, which is further described in Section 2.1.4.1, in accordance with 29 Del. C. § 8419 (3).
• Approve the CTP before it is sent to the full Delaware General Assembly for approval in accordance with 29 Del. C. § 8409 (b)(3) of the Delaware Code.

2.1.2 Performance-Based Approach

Department Resources
[1]

Performance-based prioritization involves evaluating and selecting projects based on measurable criteria. The criteria may include: the condition of existing assets, their expected performance, cost-effectiveness, and the overall benefit to the transportation system and users. States are required to employ a performance-based approach to the transportation planning process in accordance with 23 U.S.C. 135(d)(2) and 23 CFR 450.206(c) to achieve a planning process that considers the factors described in 23 U.S.C. 135(d)(1) and 23 CFR 450.206(a). Additionally, 29 Del. C § 8419 (1) and 29 Del. C § 8419 (2) of the Delaware Code requires the adoption of a formula-based process for setting priorities on DelDOT transportation projects. This approach helps ensure that funding resources are allocated to projects that provide the greatest overall value while addressing critical needs. DelDOT’s prioritization process is more fully described within its Project Prioritization Criteria summary document.

There are several projects and programs that are not included within the formula-based ranking system. However, they are prioritized within each of their funding programs based on performance-based criteria that ensures those assets are restored, rehabilitated, and/or maintained in a state of good repair. The projects and programs not included in the formula-based prioritization process include:

• Projects that represent system preservation are excluded from the formula-based prioritization process per 29 Del. C. § 8419 (2)(b) of the Delaware Code. These projects are designated as State of Good Repair (SOGR) projects. In accordance with 23 CFR 667, State of Good Repair projects aim to preserve existing assets in a condition that meets or improves their performance and safety standards. These projects typically focus on preserving the condition and functionality of highways, bridges, tunnels, transit systems, and other transportation facilities.
• Projects and programs that receive a dedicated funding source from the Federal Highway Administration (FHWA) or Federal Transit Administration (FTA) that can only be spent on those specific types of projects.
• Projects and programs that provide the ability to make small improvements that allow for the improved management and operation of the system.
• Projects that are mandated for DelDOT to complete either through a regulatory requirement, contractual obligation, legislative action, or a judicial action.

2.1.3 Public Involvement

Department Resources
Policy Implement O-03: Public Involvement Policy

The planning process ultimately establishes the transportation priorities which will shape the community for years to come. Accordingly, ensuring effective public involvement throughout the planning process is of paramount importance to guaranteeing all interested parties are afforded an opportunity to participate in the decision-making which will directly impact them. For this reason, states are required to engage in planning processes that create opportunities for public involvement, participation, and consultation in accordance with 23 CFR 450.210. To ensure a proactive and well-thought-out public involvement strategy, states are required to develop a documented public involvement process that provides opportunities for public review and comment at key decision points. The requirements of the public involvement process are established in 23 CFR 450.210(a)(1). Additional information about DelDOT’s public engagement strategies can be found in Section 5.1 [NEEDS LINK] and are additionally detailed in DelDOT Policy Implement O-03 entitled Public Involvement Policy. DelDOT is required to review and solicit comments on its public involvement process at least once every 5-years in accordance with 23 CFR 450.210(b)(1).

2.1.4 Deliverables

When performed properly, planning products serve as a foundational element in the DelDOT project development process and can even be used in a project’s eventual NEPA documentation. Though the DelDOT Division of Planning creates many planning products, this section is intended to only describe the minimum planning process deliverables required per 23 CFR 450 and 29 Chapter 84 of the Delaware Code. Section 2.2 more fully describes the planning processes and other DelDOT programs that generate projects. Additionally, this section does not fully describe the planning process deliverables that planning organizations outside of DelDOT are responsible for.

2.1.4.1 Long-Range Transportation Plan

Department Resources
DelDOT Long-Range Transportation Plan

States are required to prepare a statewide Long-Range Transportation Plan that provides for the development and implementation of a multimodal transportation system with a minimum 20-year forecast period at the time of adoption in accordance with 23 CFR 450.216 and 29 Del. C. § 8419 (3) of the Delaware Code. Similarly, MPOs are required to prepare a minimum 20-year forecast planning document entitled a Metropolitan Transportation Plan in accordance with 23 CFR 450.324. The Long-Range Transportation Plan is intended to guide DelDOT in creating principles, policies, and performance measures with the ultimate aim to achieve the State’s long-range economic, transportation, development, and sustainability goals. DelDOT’s current Long-Range Transportation Plan is available online and is updated every 5 years but may be amended subject to changes in federal, state, or local funding sources.

The Long-Range Transportation Plan is approved by the COT in accordance with 29 Del. C. § 8419 (3) of the Delaware Code before being provided to the FHWA and FTA for informational purposes. All updates made to the Long-Range Transportation Plan require public review and comment and submittal to both the FHWA and FTA for informational purposes.

2.1.4.2 Statewide Transportation Improvement Program (STIP)

Department Resources
CTP Informational Website

The STIP, which is commonly referred to in Delaware as the CTP, is required in accordance with 23 CFR 450.218 and 29 Del. C. § 8401 (b)(6) of the Delaware Code. The STIP is a staged, multi-year, statewide intermodal program comprised of transportation projects and programs that are consistent with the Long-Range Transportation Plan. The CTP can be viewed as the culmination of the statewide planning process. The CTP serves to program planned expenditures by fiscal year and by project phase for capital projects. The FHWA and FTA require that the STIP cover a period of 4-years and be updated at least every 4-years; however, Delaware Code requires that the CTP cover 6-years and be updated at least every 2-years. MPOs are required by 23 CFR 450.326 to develop a Transportation Improvement Plan (TIP) that covers a period of 4-years and be updated at least every 4- years. The MPO’s approved TIPs must be included without change either directly or by reference into the STIP. Both the TIP and the STIP must be fiscally constrained meaning that the planned expenditures are to match the expected income.

Projects listed within the CTP must meet the following federal requirements:

• The project must be consistent with the Long-Range Transportation Plan described in Section 2.1.4.1.
• The project must be included within the pertinent MPO’s approved TIP.
• The project must conform with the applicable State air quality Implementation Plan (SIP) if the project is carried out in an area designated as nonattainment for ozone or carbon monoxide. Delaware’s air quality implementation plan was developed in collaboration with the Environmental Protection Agency (EPA) and the Delaware Department of Natural Resources and Environmental Controls (DNREC) to address air quality standards and achieve or maintain compliance with the National Ambient Air Quality Standards (NAAQS).

The proposed 6‐year CTP is generated early in the program year through coordination with the pertinent contributing organizations identified in Section 2.1.1 and in accordance with the public involvement plan described in Section 2.1.3. The first year of the CTP is reflected in DelDOT’s annual capital budget and is submitted to the State for review and approval. Funding is programmed by the Division of Finance to various projects and programs based on projected state revenues, projected federal funding, as well as the prioritization process described in Section 2.1.2. The draft CTP is then updated through coordination and review efforts as well as when anticipated revenues change. After the public involvement period is complete, the CTP is approved by the COT in accordance with 29 Del. C. § 8409 (b)(3) of the Delaware Code and then sent to the Governor for inclusion in the State Capital Improvement Program. The CTP is then submitted concurrently to the FHWA and the FTA for joint approval. At the time of the submittal, DelDOT is required to certify that the transportation planning process is being carried out in accordance with all applicable federal requirements contained in 23 CFR 450.220(a). The FHWA and the FTA will review the STIP and make a joint finding on the extent to which the STIP is based on a statewide transportation planning process that meets or substantially meets the federal requirements. Once approved, changes to the STIP may require public review and comment and may require formal federal approval. The process for updating the STIP is discussed in more detail in Section 5.8.1.1 [NEEDS LINK]. The CTP process is more fully described at DelDOT’s CTP informational website.

Federal approval of the CTP allows DelDOT to proceed with authorization of federal funds for highway and transit projects. Projects not included in the federally approved CTP will not be eligible for federal funding. It is noted that many funding types utilized have specific uses and constraints and that some funds are tied to state or federal legislation requiring it be spent prior to a specific date.

Programs Generating DelDOT Projects

DelDOT is tasked with planning, designing, constructing, and maintaining an intricate and interdependent multi-modal transportation network throughout the State as established in 29 Del. C. § 8401(b) of the Delaware Code. To facilitate efficient performance of its designated responsibilities, DelDOT has divided and assigned specific duties amongst entities across DelDOT which each have their own unique process for generating and prioritizing projects. This section defines the programs and the processes that are used to generate DelDOT transportation projects.

All DelDOT projects must be included on the CTP as either a standalone line item or as a project included under a program line of the CTP, otherwise known as a “grouped project”. Specific projects within program lines are typically relatively inexpensive improvements compared to standalone CTP projects. While the program lines are included in and approved as part of the CTP document, specific projects do not go through this process. Each grouped project must go through its own unique public involvement process, as appropriate.

2.2.1 Entities Outside of DelDOT

DelDOT may develop projects that are originated by entities outside of the Department.

2.2.1.1 MPO Planning Studies

DelDOT provides annual pass-through funding from the FHWA and FTA to the MPOs within its boundaries. With this funding, MPOs perform a variety of studies that examine travel and transportation issues and needs in the geographic area it represents. The planning studies that the MPO performs directly contribute to the deliverables the MPO is responsible for creating, including its TIP which must be included without modification into DelDOT’s STIP. Additional information on planning standards is included in Section 2.1.

2.2.1.2 Studies Generated by a Third Party

Various transportation organizations, advocacy groups, or citizens outside of DelDOT and the MPOs can submit study results or project ideas for nomination as a project in the CTP.

2.2.1.3 Projects Mandated to Complete

DelDOT may be required to generate and complete certain projects either through regulatory requirements, contractual obligations, legislative actions, or judicial actions. The following is an incomplete list of example mechanisms that can generate DelDOT mandated projects:

• Projects or actions specifically listed in the Bond Bill,
• Projects required to satisfy DelDOT’s Municipal Separate Storm Sewer System (MS4) permit issued through the Environmental Protection Agency (EPA) and/or Industrial permits issued by the DNREC, and
• Projects required to create, enhance, or preserve environmental mitigation sites created to offset capital project actions.

2.2.2 Division of Planning

DelDOT’s Division of Planning is tasked with performing a comprehensive and inclusive transportation planning process that seeks solutions to the State’s transportation needs by balancing safety, choice, environmental stewardship, economic development, financial accountability, and quality of life. To this end, DelDOT’s Division of Planning will perform planning level studies in agreement with the goals and strategies within DelDOT’s Long-Range Transportation Plan to support the creation of transportation plans for regions and communities in the State of Delaware. Specific planning projects for study are selected with the concurrence of the Secretary of Transportation throughout the year based on the demands placed on the Department by local needs. Other sections within DelDOT may additionally perform planning level studies which may become eventual projects. The Division of Planning also maintains several specific planning programs further described within the following subsections that may generate DelDOT projects.

2.2.2.1 Corridor Capacity Preservation

The Corridor Capacity Preservation Program is established in 17 Del. C. § 145 of the Delaware Code. The program performs transportation studies and develops plans with the goal of delaying future transportation network expansion. The program’s focus is to establish development strategies and identify future system expansion in ways that preserve quality of life. As part of the program, DelDOT can purchase property access rights, development rights, or properties in whole, to make needed transportation improvements or preserve the corridor's capacity. The program may also include the recommendation of individual improvements such as frontage roads, intersection improvements, or overpasses.

The Corridor Capacity Preservation Program has five main goals:

• Maintain a road's ability to handle traffic efficiently and safely,
• Minimize the transportation impacts of increased economic growth,
• Preserve the ability to make future transportation-related improvements as needed,
• Prevent the need to build an entirely new road, and
• Sort local and through traffic.

Four corridor capacity corridors have currently been approved:

• SR 48 from Hercules Road to SR 41 (2 miles),
• US 13 from the Maryland line to SR 10 in Camden (46 miles),
• US113 from the Maryland line to Milford (33 miles), and
• SR 1 from Nassau to the Dover Air Force Base (31 miles).

2.2.2.2 Multi-Modal Program

DelDOT’s Active Transportation & Community Connections (ATCC) section maintains multiple programs which generate DelDOT projects that mainly focus on the multi-modal facilities in the State.

2.2.2.2.1 Transportation Alternatives Program (TAP)

Department Resources
DelDOT TAP
DelDOT Byways Program
DelDOT Safe Routes to School Program

DelDOT’s Transportation Alternatives Program (TAP) is a key program used to build complete streets that are safe for all users and achieve safe, connected, and equitable on and off-road networks. The TAP was initially created through the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) as the Transportation Enhancements Program but was later renamed to the Transportation Alternatives Program in 2012 under the Moving Ahead for Progress in the 21st Century Act (MAP-21). The federal TAP program was restructured and renamed again in 2015 to the Transportation Alternatives “TA” Set-Aside with enactment of the Fixing America’s Infrastructure Transportation (FAST) Act.

DelDOT’s TAP selects projects for funding through a selection process that includes, but is not limited to, transportation equity and service to disadvantaged communities, safety, ADA improvement needs, public support, connectivity, proximity to public transit and community amenities, community enhancement, level of bike stress, and environmental improvement. The TAP funds activities encompassing a variety of small-scale transportation projects such as:

• Pedestrian and bicycle facilities,
• Shared-use pathways and overlooks,
• Safe routes to school projects and/or infrastructure-related elements for non-drivers such as measures for older adults and individuals with disabilities to access daily needs,
• Conversion of abandoned rail corridors for nonmotorized uses,
• Vegetation management,
• Environmental mitigation related to stormwater and habitat connectivity,
• Sidewalk installation,
• Inventory, control, or removal of outdoor advertising for enhancement of scenic/historic views,
• Historic preservation and rehabilitation of historic transportation facilities,
• Creation of designated bicycle lanes,
• Renovation of streetscapes, and
• Installation of lighting, signals, and crosswalks.

DelDOT provides more information on these programs on their website with links provided below:

• DelDOT TAP,
• DelDOT Byways Program, and
• DelDOT Safe Routes to School Program.

2.2.2.2.2 Bicycle and Pedestrian Program

This program plans and prioritizes improvements that enhances Delaware’s multi-modal transportation network and encourages movement of people and goods through means other than single occupant vehicles. The projects generated from this program include pedestrian and bicycle facilities, transit access, park and ride facilities, traffic calming, and other non-motorized transportation projects.

2.2.2.2.3 Pedestrian Access Route (PAR) Program

The Pedestrian Access Route Program (PAR Program) facilitates the creation of new accessible pedestrian circulation paths or converts existing non-compliant pedestrian circulation paths to acceptable standards. The goal of the PAR Program is to create an inclusive pedestrian network that is connected, safe, reliable, and convenient for all pedestrian users. Additionally, the PAR Program coordinates with all of DelDOT’s other programs and projects to ensure that existing DelDOT pedestrian facilities are evaluated and or upgraded to acceptable standards when included in the scope of a project. Additionally, the PAR Program works with the DelDOT Civil Rights section and the DelDOT ADA Title II Coordinator to ensure that DelDOT is meeting its obligations including creation of a detailed schedule to upgrade pedestrian circulation path deficiencies that were initially identified through DelDOT's Self-Assessment and Transition Plan.

2.2.2.2.4 Recreational Trails Program (RTP)

The Recreational Trails Program (RTP) is a federal program administered by the FHWA that is implemented at the local level by states to develop and maintain recreational trails and trail-related facilities for both nonmotorized and motorized recreational trail uses. Funds from the program are intended to benefit recreation including hiking, bicycling, in-line skating, equestrian use, cross-country skiing, snowmobiling, off-road motorcycling, all-terrain vehicle riding, four-wheel driving, or using other off-road motorized vehicles. This is a statewide program in Delaware administered by DNREC with funding transferred through DelDOT. Additionally, a 20% match is funded by DNREC. An annual work plan is developed by DNREC for DelDOT approval that includes a listing of RTP Program funded activities and programs to support DNREC’s annual program.

2.2.2.3 Transportation Improvement Districts (TIDs)

Department Resources
Development Coordination Manual

DelDOT’s Development Coordination Manual defines a transportation improvement district (TID) as “a geographic area defined for the purpose of securing required improvements to transportation facilities in the area". TIDs are created to better define and ultimately provide the transportation improvements needed to support development in locations identified as appropriate in local comprehensive plans. TIDs are created by agreement between DelDOT and the relevant local government(s) within the improvement area. MPOs in the defined area also participate in the agreement. TIDs provide the following benefits:

• Focus transportation investments to high-priority growth areas,
• Support complete communities,
• Complement master plans,
• Provide for "fair share" contributions to transportation improvements,
• Foster market-ready development or redevelopment, and
• Promote intergovernmental coordination.

2.2.2.4 Aviation Planning

DelDOT is charged with encouraging, fostering, and assisting in the development of aeronautics in the State and encourage the establishment of airports and other air navigation facilities in accordance with 2 Del. C. § 131 of the Delaware Code. This program performs studies and prioritizes initiatives and potential projects related to fostering and maintaining aviation within the State.

2.2.2.5 Freight Planning

DelDOT’s Division of Planning maintains a freight study and planning program which prioritizes and recommends projects. The goals guiding the freight planning and investment program are as follows:

• Provide a safe freight transportation system that sustains or improves existing levels of freight access and mobility,
• Support the State’s economic well-being, while remaining sensitive to environmental needs and concerns, and
• Achieve efficiency in operations and investments in the freight transportation system.

2.2.2.6 Federal Land Access Program (FLAP)

The Federal Lands Access Program (FLAP) is established in 23 U.S.C. 204 to improve transportation facilities that provide access to, are adjacent to, or are located within federal lands. The access program supplements state and local resources for public roads, transit systems, and other transportation facilities, with an emphasis on high-use recreation sites and economic generators.

2.2.3 Bridges and Structures Program

DelDOT’s Bridges and Structures section is responsible for the management of nearly 1,800 bridges, over 600 overhead sign and high mast lighting structures, and 35 state-regulated dams. The Bridges and Structures section defines three separate programs that evaluate, plan, and prioritize structure maintenance throughout the State of Delaware, accordingly.

2.2.3.1 Bridge Program

Department Resources
DelDOT Transportation Asset Management Plan
Bridge State of Good Repair (SOGR) Summary
Bridge Element Inspection Manual
Bridge Inspection Manual
Bridge Load Rating Manual

In Delaware, any structure under the public roadway with an opening greater than 20 square feet and a minimum vertical clearance of 4 feet is defined as a bridge. The term “bridge” pertains to frame/box culvert and pipe culvert structures as well as traditional bridge types. All such structures are included in the bridge inventory and are subject to routine inspection. Any structure with a span of greater than 20 feet and carrying vehicular traffic is included in the National Bridge Inventory (NBI). The DelDOT Bridges and Structures section evaluates its bridge inventory for current conditions, sets targets for the future bridge conditions, and examines how the conditions are expected to change over time using established element deterioration modeling and condition forecasting capabilities of the Bridge Management System (BMS). Based on this information, an investment plan is developed for bridge projects that supports the achievement of the condition targets and extension of the life of DelDOT’s bridge network. The process in which bridge structures are prioritized for work utilizes a deficiency formula and is outlined in detail in Chapter 3 of the DelDOT Transportation Asset Management Plan. Current conditions and performance goals for bridge structures can be found in the 2023 Bridge State of Good Repair (SOGR) Summary.

DelDOT maintains the following manuals which are used to assess current structure condition and load carrying capacities:

• Bridge Element Inspection Manual,
• Bridge Inspection Manual, and
• Bridge Load Rating Manual.

2.2.3.2 Overhead Sign and High Mast Lighting Structures Program

Department Resources
Overhead Sign and High Mast Lighting State of Good Repair (SOGR) Summary
Sign Inspection Program Manual

Overhead sign structures consist of any structure supporting signage or toll sensors that span partially or fully over a public roadway. High mast lighting structures include all highway / rest stop lighting and closed CCTV camera structures with a height greater than 60 feet. Inspection of overhead sign and high mast lighting structures is not mandated or regulated by the FHWA, but DelDOT has a routine inspection program for ensuring that these structures are structurally safe. DelDOT uses the data from the inspections to prioritize the structures for repair or replacement through the use of a deficiency formula. Current conditions and performance goals for overhead sign and high mast lighting structures can be found in the 2023 Overhead Sign and High Mast Lighting State of Good Repair (SOGR) Summary. Additionally, DelDOT maintains a Sign Inspection Program Manual that can be used for reference.

2.2.3.3 Dam Program

Department Resources
Dam SOGR Summary

State Dam Safety Regulations apply to all public-owned significant and high hazard dams. DelDOT owns or co-owns 35 regulated dams and has complete ownership and maintenance for 11 of those 35 dams. DelDOT owns and maintains the earthen dam portion for the other 24 dams while the spillway is owned and maintained by DNREC or other owners. Due to the shared responsibilities at many of the state regulated dams and a significant number of dam failures over the past century, the Dam Preservation Program was established in December 2013 by a Memorandum of Agreement (MOA) executed by the secretaries of DelDOT and DNREC. The Dam Preservation Program allows the two agencies to pool their resources for improvement of state-owned regulated dams to meet the State Dam Safety Regulations. Work on dams is prioritized by populating a dam deficiency formula with data from Hydrology and Hydraulic studies and the dam inspections. Note that tide gate and dike water control structures are not included with the Dam Program despite sometimes having resources dedicated to them. Current conditions and performance goals for dams can be found in the 2023 Dam SOGR Summary.

2.2.4 Pavement Management Program

Department Resources
Transportation Asset Management Plan

The Pavement Management Program systematically identifies candidate project locations using pavement distress data, life cycle costs, condition rating, and projected budgets to determine the most cost-effective treatment and timing for rehabilitation projects. The program performs rehabilitation in the form of pavement preservation, rehabilitation, and reconstruction. The statewide program is managed by DelDOT’s Pavement and Rehabilitation section. For more on the Pavement and Rehabilitation Program, see Chapter 2 of the DelDOT Transportation Asset Management Plan.

2.2.5 Traffic Engineering and Traffic Operations

DelDOT’s Traffic Engineering and Traffic Operations sections manage numerous strategic programs that identify operational and mobility deficiencies and potential safety related infrastructure improvement needs. Projects generated include, but are not limited to, the following types of improvements:

• New and reconstructed vehicular and pedestrian signals (including rectangular rapid flash beacons (RRFBs)),
• New and upgraded intersection control applications, such as roundabouts, all-way stops, or auxiliary lane improvements,
• Design and installation of integrated transportation management system (ITMS) components,
• Signing, striping, and rail crossing improvements, and
• New and upgraded roadway lighting and other related devices.

In addition to this broad program, the Traffic Engineering section also manages several other more specific programs which are further described in the following subsections. Design and construction of smaller projects such as signing, striping, traffic signals, and lighting are most often implemented within the Traffic Engineering section. Larger projects that are recommended via one or more of the programs below, such as roundabouts or additional turn lanes, are transferred to another section within DelDOT for design, most often one of the Project Development sections.

2.2.5.1 Traffic Calming Program

This program is managed by DelDOT Traffic’s Traffic Studies section and aims to enhance Delaware’s roadways through strategies that maintain mobility and access while improving quality of life and preserving communities. The program employs a collaborative approach to performing studies that concern traffic volumes and travel speeds to provide for increased safety on Delaware’s roadways, primarily those in residential subdivisions and other similar environments. Projects generated by this program include, but are not limited to, the following types of improvements:

• Roundabout location and designs,
• Pedestrian and bicycle facilities,
• Traffic calming devices,
• Traffic control device improvements, and
• Other alternative solutions.

2.2.5.2 MUTCD Compliance

Department Resources
Signage and Pavement Markings SOGR Summary
Delaware Manual on Uniform Traffic Control Devices (DE MUTCD)

All traffic control devices along Delaware’s roads must conform to the requirements within the Delaware Manual on Uniform Traffic Control Devices (DE MUTCD). This program identifies general traffic control device compliance issues and then programs work to make the needed remedial actions. This program is required in accordance with 23 CFR 655.603(d)(1). The signage retroreflectivity program evaluates the need for statewide improvements of signage which is inclusive of new installations, maintenance of existing signs, and sign upgrades based on federal nighttime reflectivity requirements and DE MUTCD compliance. The pavement marking program evaluates the condition and need for pavement marking replacement and maintenance of raised pavement markers (RPMs) statewide. Both programs are managed by DelDOT’s Traffic Field Operations section. For more information, see the 2023 Signage and Pavement Markings SOGR Summary.

2.2.5.3 Highway Safety Improvement Program (HSIP)

DelDOT Traffic’s Safety Engineering section is tasked with maintaining a Highway Safety Improvement Program (HSIP) that meets the requirements within 23 CFR 924. The goal of the HSIP Program is to reduce fatalities and serious injuries resulting from crashes on all public roads. 23 CFR 924 specifically requires that states develop a data-driven Strategic Highway Safety Plan (SHSP), Railway-Highway Crossings Program, and program of highway safety improvement projects. The following subsections detail the individual programs within DelDOT’s HSIP Program which may generate DelDOT projects.

2.2.5.3.1 Hazard Elimination Program (HEP)

On an annual basis, the Hazard Elimination Program (HEP) identifies high crash locations and makes recommendations to reduce the severity and frequency of the crashes. This is done through identifying locations with statistically significant crash patterns or rates, conducting engineering studies (such as road safety audits and other safety assessments or reviews), and developing potential solutions. The HEP Committee reviews completed studies and recommendations and then prioritizes identified projects for implementation that may have the greatest potential to reduce the State's roadway fatalities and serious injuries. Projects developed under this program typically include low-cost safety enhancements such as traffic control device upgrades (signs, pavement markings, etc.), traffic signal construction or upgrades, guardrail installation or enhancements, maintenance activities and other safety countermeasures that typically do not require full design or right-of-way acquisition for their completion. On occasion, the HEP will identify improvements beyond the typical low-cost safety improvements usually recommended which will require more substantial work be completed and will nominate projects to be included in DelDOT’s capital program.

2.2.5.3.2 High-Risk Rural Roads Program

The High-Risk Rural Roads Program (HRRRP) is federally required when special rules in 23 U.S.C. 148(g)(1) are met. The goal of the HRRRP is to identify high crash locations and reduce the severity and frequency of crashes on rural collector and local roadways where the crash rate for fatalities and incapacitating injuries exceeds average crash rates. This is done through identifying locations and crash patterns, conducting engineering studies, and developing potential solutions. Improvement alternatives are developed that include low-cost safety improvements such as signing, pavement marking, intersection traffic control upgrades, guardrail upgrades, maintenance activities, and other low-cost type improvements that typically do not require full design or right-of-way acquisition.

2.2.5.3.3 Highway Rail Grade Crossing (HRGX) Safety Program

DelDOT maintains a rail crossing safety program in accordance with 23 CFR 924 which requires each state to develop a Railway-Highway Crossing Program (RHCP). As such, DelDOT has developed the Highway Rail Grade Crossing (HRGX) Safety Program. All public grade crossings statewide are ranked to identify candidate locations for safety upgrades. Selected candidate locations are then studied to determine if improvements are warranted based on field conditions, traffic data, and crash data. The HRGX Committee then reviews the recommendations for each candidate location and recommends those to move forward for implementation. Additional railroad programs outside of the HRGX Safety Program are discussed in Section 2.2.5.4.

2.2.5.3.4 Systemic Safety Programs

The Traffic Safety Engineering section will periodically implement additional crash countermeasures through network screening and other systemic methods that are consistent with the goals and objectives of the Delaware SHSP to address the State’s safety needs. Examples include projects to install horizontal curve warning signs, high friction surface treatments, and median guardrails.

2.2.5.4 Railroad Program

Department Resources
Railroad Crossings State of Good Repair (SOGR) Summary

DelDOT’s Railroad Coordination section is tasked with operating several railroad related programs that generate DelDOT projects. In addition to the programs described in the following subsections, the group also manages DelDOT’s railroad pavement and rehabilitation work which coordinates its identified locations and work with the Pavement and Rehabilitation Program described in Section 2.2.4. Current conditions and performance goals for railroad crossings can be found in the 2023 Railroad Crossings State of Good Repair (SOGR) Summary.

2.2.5.4.1 Statewide Railroad Rideability Program

This program prioritizes existing highway and rail crossing locations for performing in-kind replacements or upgrades to the surface to address poor ride and hazardous conditions.

2.2.5.4.2 Rail Preservation Maintenance Program

The Rail Preservation Maintenance Program aims to sustain and upgrade the condition of the statewide rail network by prioritizing work locations. Preserving Delaware’s railroad network provides the State a competitive position by maintaining its current industrial and agricultural base, thereby retaining employers in the State. Additionally, maintaining the existing rail system provides alternate transportation choices to help reduce the use of single passenger vehicles on roadways.

2.2.5.4.3 Railroad Capital Improvements

DelDOT’s Railroad Coordination section performs engineering studies to identify deficient locations and to prioritize monetary investment.

2.2.5.5 Intelligent Transportation Management System (ITMS)

Department Resources
Integrated Transportation Management Program

This program funds many transportation operational efforts including facility upgrades at the Transportation Management Center (TMC), software, hardware, databases, integration efforts, staffing, etc. From a capital project standpoint, projects may include telecommunications systems (e.g., fiber optics lines), closed circuit television cameras, variable message signs, various traffic detection systems, etc. ITMS projects pursued under this program are to be in compliance with DelDOT’s regional plan in accordance with 23 CFR 940. DelDOT provides more information on this program on its Integrated Transportation Management Program website.

2.2.6 Division of Maintenance and Operations (M&O)

DelDOT performs the majority of the work required to maintain its infrastructure in a state of good repair through routine maintenance operations that are funded out of DelDOT’s operating budget; however, on occasion, larger or more complex state of good repair work may generate a project requiring stricter adherence to the processes described within this manual. DelDOT’s Division of Maintenance and Operations (M&O) will evaluate the scope of necessary state of good repair work and generate projects or work orders accordingly.

Additionally, DelDOT’s Division of Maintenance and Operations maintains several specific programs that may generate DelDOT projects.

2.2.6.1 Community Transportation Fund

DelDOT’s Community Transportation Fund (CTF) was established by the Bond Bill Committee to speed the process of making relatively small local improvements and also to put decision-making about local interest and priorities into the hands of each community through their elected representatives. CTF funding provides a fixed amount of funds annually to each State Senator and House Representative to be used as they and their constituents believe is best for transportation improvements within their district. Legislators may also scope and fund their own project ideas and have the option of banking a portion of their yearly CTF budget for up to 3-years in order to fund a larger transportation improvement. Funding expires after 3-years if it is not allocated to projects or estimates that are actively moving forward. Each project to be funded by CTF funds must meet the following three requirements:

• Have a transportation component,
• Be on public property or land dedicated to public use, and
• Benefit more than one individual.

Projects are limited to items listed in Rule 12 of the Joint Committee on Capital Improvements Rules. Common projects funded through the CTF Program include repaving, correcting existing drainage deficiencies, curb replacements, sidewalk creation and repair, and traffic control devices. Each county has a CTF representative that manages CTF construction projects. Projects can be administered by DelDOT staff or third parties.

2.2.6.2 Transportation Facilities Program

DelDOT maintains several building facilities within its asset inventory. The buildings DelDOT maintains can generally be classified as either an administrative building which provides office spaces for staff or buildings that facilitate operations. The majority of DelDOT’s buildings are maintained by DelDOT’s Division of Maintenance and Operations. The Division of Maintenance and Operations operates the Maintenance Facilities program. The mission of the Maintenance Facilities program is to perform capital projects to keep facilities in a state of good repair and increase energy efficiency. Under this program, asset condition is reviewed annually, and projects are selected based on a scoring formula factoring overall building condition, operational need, building category, and size.

2.2.6.3 Subdivision Street Pavement Management Program

This program was established to accelerate improvement and quality of the subdivision streets that DelDOT maintains. This program provides a dedicated improvement funding source to supplement legislator Community Transportation Funds. Locations are selected using a priority-based scoring system similar to DelDOT’s Pavement Management Program discussed in Section 2.2.4.

2.2.7 Sustainability

Department Resources
Transportation Resilience & Sustainability website

DelDOT’s Resilience and Sustainability section operates several programs that have the capability to generate DelDOT projects. The following subsections describe the programs that the section uses to plan and prioritize DelDOT’s resiliency and sustainability projects. Additional information on the Resilience and Sustainability section is provided at DelDOT’s Transportation Resilience & Sustainability website.

2.2.7.1 Resilience and Sustainability Program

The State of Delaware has the lowest mean level elevation (60 feet) in the nation and is particularly vulnerable to the effects of rising sea levels. Roadway flooding, as a result of coastal flooding inundation, storm surge and/or sunny day flooding from tide cycles and wind patterns, is a large threat to our transportation infrastructure. DelDOT’s Resilience and Sustainability section plans and prioritizes a variety of transportation resilience and climate-related projects in accordance with the framework of resiliency strategies identified in the Delaware Resilience Improvement Plan (DRIP) to address the vulnerabilities of the State’s transportation network by performing transportation infrastructure flooding mitigation work.

2.2.7.2 Carbon Reduction Program

DelDOT’s Resilience and Sustainability section coordinates with other state agencies, MPOs, and local governments under this program to identify and implement carbon reduction strategies and projects that will support the reduction of emissions from the transportation sector.

2.2.7.3 Electric Vehicle Charging Program

The Electric Vehicle Charging Program is overseen by DelDOT’s Transportation Resilience and Sustainability section. Working closely with DNREC, the program’s goal is to plan and construct electric vehicle charging infrastructure throughout the State to support the transition from internal combustion vehicles to zero emission vehicles.

2.2.8 Transit Systems (Delaware Transit Corporation)

The Delaware Transit Corporation (DTC) oversees the operation and planning of the State’s public transportation services. DTC is responsible for maintaining its existing public transportation infrastructure and for planning future services and needed facilities to provide the highest quality public transportation services that satisfy the needs of the customer and the community. Projects generated by DTC include, but are not limited to, minor maintenance to existing facilities, ITMS installation and upgrades, and the creation of new facilities ranging from small pads to large buildings.

DTC projects will commonly use Federal Transit Administration (FTA) funds and may have projects administered by the FTA as opposed to the FHWA. DTC projects administered by the FTA may be required to slightly deviate from the project development process outlined within this manual accordingly.

Project Initiation

After a project is originated in accordance with one of the mechanisms described in Chapter 2, it is assigned to a section within DelDOT for further development. This stage in the project development process is generally referred to as project initiation. This chapter serves to document the numerous tasks that a section must perform as part of the project initiation process once assigned a project. Project initiation is a relatively short phase in the project development process but serves an essential role of establishing an initial project baseline to follow through the remainder of the project development process. The activities described within this chapter can be performed in various orders depending on the complexity of a project. For instance, it may be preferrable to perform a detailed scoping and alternatives analysis prior to setting a project schedule while on other projects it may be preferable to account for the scoping and alternatives analysis within the initial project schedule submitted with the Project Number Request.

Establishment of the Design Team

The section assigned to develop a project should establish a design team comprised of a Project Manager and technical design staff as soon as practical. Collectively, the design team is charged with guiding a project through DelDOT’s project development process outlined within this manual. The Project Manager’s role in the project development process is to coordinate technical design staff assignments and ensure that all work is being completed at the correct performance level, on time, and within budget and scope. The technical design staff’s role in the project development process is to perform the tasks assigned to them by the Project Manager in accordance with this manual as well as other DelDOT standard and guidance documents. It is essential that the design team effectively communicate among itself and with other project team members and stakeholders to ensure effective project delivery. The Project Manager should evaluate the composition of the team at regular intervals throughout the project development process to ensure on-time and on-budget delivery. Design team changes should be communicated to pertinent stakeholders as necessary through the project development process.

In general, projects can either be developed through in-house staff or can be developed in-whole or in-part by contracted consultant staff through professional service agreements. The Project Manager should consider multiple factors when establishing the design team, including but not limited to, the following:

• Availability of in-house staff,
• Expertise and experience required to perform project related tasks,
• Desired implementation schedule,
• Maintaining and developing DelDOT expertise,
• Support section roles and functions, and
• Available funding.

The procurement and subsequent management of professional services is further discussed in Section 3.4 of this manual.

3.1.1 Support Sections

The design team’s efforts are supplemented by support sections throughout DelDOT. Support sections typically oversee a particular area of the project development process and perform ancillary tasks to deliver a project. Support sections are relied upon by DelDOT as subject matter experts within their field due to their focus and expertise on a particular subject matter within the project development process. The process established in this manual is intended to leverage the expertise and experience of DelDOT’s subject matter experts in order to develop complete, accurate, and thorough project deliverables which meet the applicable state and federal requirements. Coordination with subject matter experts is typically triggered by milestone submittals which are discussed in more detail in Section 6.3 [NEEDS LINK]; however, communication and coordination with DelDOT subject matter experts should occur fluidly throughout the project development process as needs arise. Early and consistent communication throughout the project development process will promote informed decision-making, reduce duplicated efforts amongst staff, and allow early identification and subsequent remediation of challenges that could jeopardize project delivery.

Project Baselining

Project baselining is the term assigned to the task of evaluating a project’s specific conditions, parameters, and other associated constraints to determine an estimated project schedule and budget. A project is baselined during the project initiation phase and will typically be re-baselined several times throughout the full project development process. The design team should collaborate with support sections as needed while performing this task to ensure the development of accurate project baselines. Accurate project baselining is essential to the development of a fiscally constrained program to make efficient use of transportation funds.

3.2.1 Initial Project Baselining

Once assigned a project, the assigned section must review the project’s proposed scope and any associated planning and study level documents to create a project schedule, budget, public involvement plan, and an initial environmental evaluation. In cases where the project scope and goals are unclear, additional project scoping and alternatives analysis may be performed before establishing the project’s initial baseline. Some projects may come with a previously developed schedule and budget depending upon the program generating the project; in these cases, the design team should evaluate the validity of any previously developed schedules and budgets before formally committing to any previously developed project baselines.

The design team should evaluate the project at this initial baselining stage to determine if an alternative project delivery or alternative contracting method should be pursued for the project. Additional information on the available contracting and project delivery methods are provided in Section 6.1 [NEEDS LINK].

At a minimum, the assigned section should make a concerted project scoping effort to identify the key project stakeholders as well as other specific conditions or parameters that could affect the project development process while developing the initial baseline. Additional information on project scoping is included in Section 3.6.

3.2.1.1 Schedule

Project scheduling requires the identification of necessary work activities, development of work-hour estimates for work activities, and then defining relationships between the work activities to produce the project desired deliverables. The Project Manager is tasked with either verifying a previously developed project schedule or developing a new project development schedule as part of the project initiation process. The initial project development schedule will need to identify the proposed completion month for all milestone project development deliverables. DelDOT’s typical milestone deliverables are discussed in more detail in Section 6.3 [NEEDS LINK]. The Project Manager is encouraged to use scheduling tools commensurate with the project’s complexity to assist in the development of the initial project schedule. Project scheduling tools can range from a simple Excel spreadsheet to a complex scheduling software that assigns task durations and analyzes critical paths.

The Project Manager should consider all project specific criteria when developing the initial project schedule. Considerations include, but are not limited to, the following:

• The potential use of any contracting methods as discussed in Section 6.1 [NEEDS LINK],
• Availability of the assigned design team,
• Experience and associated capability of the assembled design team,
• Complexity of the project,
• The number and type of desired milestone submittals and deliverables,
• Identification of any critical project milestone dates,
• Time needed for initial site investigation (see Section 3.7),
• The type and amount of expected public involvement,
• Time needed for any necessary property acquisitions or trespass/ rail agreements,
• Time needed for utility coordination and potential relocations,
• Time needed to satisfy pertinent environmental requirements (i.e. permitting, wetland mitigation, 106 compliance, NEPA compliance etc.), and
• Any publicly committed completion timeframes.

3.2.1.2 Budget

Accurately establishing the budget during the project initiation phase is essential to ensuring a fiscally responsible program and proper project funding. Overestimating the budget will lead to surplus funds being withheld from other infrastructure projects and underestimating the budget could lead to schedule disruptions. A project may be assigned to a section either with or without an already estimated budget depending upon the mechanism generating the project. Whether or not the project is assigned with a pre-estimated budget, the Project Manager and the design team should perform a project cost estimate for the preliminary engineering phase, the right-of-way acquisition, and construction phase which is commensurate with the project’s complexity and overall size. Additional information on cost estimating is included within Section 6.5 [NEEDS LINK]. In all cases, the project’s budget during this stage in the project development process is to be recorded into the following funding phases:

• Preliminary Engineering (PE, includes all design related work required to get the project through the advertisement phase),
• Right-of-Way (RW), and
• Construction (C, includes any construction contingency, environmental monitoring during construction, railroad construction, traffic construction, reimbursable utility design, inspection, and construction, and construction engineering (CE) costs).

Items the Project Manager should consider while developing the initial project budget, include but is not limited to, the following:

• Professional services required to perform existing site investigation activities discussed in Section 3.7,
• Professional services required to perform project design,
• Professional services required to perform any ancillary tasks required to deliver a project (i.e. utility coordination, public outreach, environmental permitting etc.),
• The expected cost of any right-of-way acquisitions that may be required, and
• The expected cost of all necessary construction and inspection activities.

Another important item to establish is whether the project will receive federal funding during any project funding phase. This will typically be a joint decision between the design team and the Division of Finance. It is important to note that once federal funds are used in any funding phase that all previous and future work performed must meet the pertinent federal requirements.

Projects assigned with a pre-estimated budget listed in the Capital Transportation Plan (CTP) may require a funding increase when it is determined the dedicated funding is insufficient. Additional information on funding increases is provided in Section 5.8 [NEEDS LINK].

3.2.1.3 Initial Environmental Evaluation

Department Resources
Initial Environmental Evaluation Form

The Project Manager should request an initial environmental evaluation from the DelDOT Environmental Stewardship Office (ESO) as part of a project’s initial baselining. The initial environmental evaluation serves to inform the Project Manager and the design team of the environmental coordination related processes and deliverables which will need to be accounted for during their initial baselining effort. To obtain an initial environmental evaluation, the design team will need to complete the Initial Environmental Evaluation Form and submit it to the Environmental Stewardship Office. The Environmental Stewardship Office will review the information provided by the design team and complete the remainder of the form. The Environmental Stewardship Office will submit the completed form back to the design team and will request that the design team attend the next Environmental Stewardship Office group meeting, commonly referred to as the ESO meeting, to discuss the content of the initial environmental evaluation as well as the division of work between the design team and the Environmental Stewardship Office. The Environmental Stewardship Office may contact the Federal Highway Administration (FHWA), or other federal administering agency, in accordance with 23 CFR 771.111(a)(3) to obtain advice, insofar as possible, on the probable class of action and related environmental laws and requirements and of the need for specific studies and findings that would normally be developed during the environmental review process. At a minimum, the initial environmental evaluation will provide the following:

• The initial level of environmental documentation and class determination,
• Identification of design/project development considerations, including but not limited to, historic properties and structures, archaeological sites, tribal coordination requirements, Section 4(f) and 6(f) properties, wetlands and waterbodies, endangered species, and environmental justice (EJ),
• An initial public involvement strategy requirement, and
• Funding needs and task assignments.

3.2.1.4 Public Involvement Plan

Department Resources
Project Public Involvement Plan Worksheet
Public Involvement Initial Outreach Letter
Projects Portal Webpage
Standardized Webpage Information

DelDOT recognizes the many benefits of performing public involvement throughout the project development process and therefore, strives to proactively engage with the public. Effective public engagement practices will vary considerably based on many project-specific factors including a project’s scope, number of stakeholders, complexity, issues of public concern, and impact size and severity. Shortly after project initiation, the project team should coordinate to develop a project-specific public involvement plan that is tailored to the individual project. DelDOT provides a standard Project Public Involvement Plan Worksheet to assist the design team in identifying and then developing the key components of their public involvement plan. DelDOT’s public engagement practices are more fully described in Section 5.1 [NEEDS LINK].

Shortly after project initiation and before the start of any field survey activities, the design team should customize and then send DelDOT’s standard Public Involvement Initial Outreach letter to all property owners and Homeowner Associations within or surrounding the logical project limits as well as to local municipalities and area legislators. The letter provides a brief description of the project’s purpose and scope, a link to the project’s website, notification of the upcoming site investigation activities that may be occurring in the near future, and an explanation of DelDOT’s right to enter private property to perform the necessary site investigations. In addition to this standard information, the letter can also be used to solicit public input on perceived transportation issues in the project area through use of either hard copy or online survey formats. The project team is encouraged to file the Public Involvement Initial Outreach letter distribution list so that it can be referenced and used as a starting point for future information distributions to the public.

Providing a project website is a simple way of providing valuable information to the public as a project progresses. The project team is to consider creating a project website that will be located on DelDOT’s ‘Projects Portal’ webpage during the project initiation phase. When a website is desired to be created, it is typically generated automatically through the project number request process described in Section 3.3. Ideally, project websites should be created ahead of the performance of any field survey work.

DelDOT’s project websites utilize a common template and provides standardized information. Graphics and other information can be added at any point when they become available. Graphics placed on the project website typically include a colored depiction of the proposed transportation improvements transposed on top of aerial imagery with appropriately labeled roads and landmarks to help convey the project to the public. The graphics and other visual aids on the project website should be updated throughout the project development process when additional visualization aids are created. The design team should review the project website at every project submission milestone or every four months to ensure accuracy.

3.2.2 Project Re-Baselining

A project’s schedule and budget should be re-baselined throughout the project development process to ensure the efficient use of DelDOT resources and to minimize the potential for creating duplicate work products. Projects are typically re-baselined at the milestone submissions described in Section 6.3 [NEEDS LINK] and should also be re-baselined when major changes within the project development process occur such as a change in the project team or when previously unanticipated work and coordination efforts become required. Reference should be made to Section 5.8.1 [NEEDS LINK] when re-baselining reveals the project has insufficient funds.

3.2.2.1 Re-Baselining at Milestone Submissions

Department Resources
Unifier Training Outline
Youtube Tutorial Video

A project’s schedule and budget are to be updated in Unifier at each milestone submission to communicate a project’s current estimated budget and schedule to the rest of DelDOT. The project’s schedule and budget can be estimated using the same considerations as the initial project baselining effort described in Section 3.2.1. DelDOT maintains written procedures for updating a project’s information in its Unifier Training Outline and maintains a tutorial video on the subject on its Youtube channel.

3.2.2.2 Spend Updates

A spend plan that outlines when the project team estimates money will be spent by state fiscal year throughout the project development process is created as part of the procedure outlined in Section 3.2.1. Periodically throughout the course of the project development process, the Project Manager will review the actual rate of project expenditures compared to the expected expenditure rate in order to evaluate the accuracy of the spend plan. After their review, the Project Manager can recommend that money be moved up in the spend plan or moved back. This practice of reviewing and making recommendations on project funding to the DelDOT Finance team is known as making spend updates. DelDOT sections typically use different spend update intervals based on the amount, complexity, typical schedule, and budget of projects being managed by the section. Conducting spend updates also provides a good opportunity for the Project Manager to review the project’s overall budget to determine if the project will require additional funding or if the project has a surplus amount of funds allotted.

3.3 Project Number Request

Department Resources
Unifier Instructions on the DRC

Once the initial project baselining is complete, a New Project Request and subsequent Project Number Request can be performed. DelDOT assigns a state project number and a federal project number, when necessary, to its projects to assist with project identification and tracking. The New Project Request and Project Number Request processes are performed through DelDOT’s Unifier software. DelDOT maintains many Unifier related instructions and tutorials on its Design Resource Center (DRC) website.

3.4 Professional Services

The need for professional services should be considered by the Project Manager as early as feasible during the project initiation phase as their use will need to be factored into the project baselining activities described in Section 3.2.1. Professional services can be used to perform specific portions or all the project design; additionally, professional services can be used to perform design support activities like site investigations. This section summarizes considerations for procuring and managing professional services. The need for professional services must be evaluated on a project-by-project basis and approval of their use should be obtained at the Assistant Director level prior to project procurement.

3.4.1 Professional Services Procurement

Department Resources
Professional Services Procurement Manual

DelDOT is required to maintain written procedures related to professional service procurement in accordance with both the Delaware Code and the Code of Federal Regulations (CFR). DelDOT’s written procedures for obtaining professional services are recorded in its Professional Services Procurement Manual. The manual establishes DelDOT’s procurement procedures and ensures compliance with the applicable federal and state regulations regarding professional service procurement which includes but is not limited to: 2 CFR 200, 2 CFR 1201, 23 CFR 1-999, 49 CFR 600-699, and 29 Chapter 69 of the Delaware Code. Accordingly, all professional service procurements must follow the requirements contained within DelDOT’s Professional Services Procurement Manual.

Professional services can generally be divided into two categories with unique project level procurement considerations which are further discussed in Section 3.4.1.1 and Section 3.4.1.2. Advanced FHWA approval is required in accordance with 23 CFR 172.7(b)(5) when Federal-aid funds participate in a contract to provide consultant services in a management role (such as managing a project or overseeing other consultants) relating to highway construction. All questions regarding professional procurement should be directed to DelDOT’s Consultant Control Coordinator.

3.4.1.1 Design Related Professional Services

Department Resources
Professional Services Procurement Manual

Various sections throughout DelDOT advertise and award indefinite delivery/ indefinite quantity (IDIQ) project development contracts specifically for the performance of design work. IDIQ contracts are intended for performance of a number of routine or specialized tasks under a single professional service agreement. IDIQ contracts utilizing federal funds have a maximum contract period and a pre-set maximum dollar amount. As such, only services which fall within the advertised scope, funding, and schedule limitations of the established IDIQ contract may be awarded to one of the IDIQ selected consultants. IDIQ contracts are commonly referred to as open end agreements. The federal requirements for IDIQ contracts are established in 23 CFR 172.9(a)(3).

Open-end agreements save time in the project development process by selecting several qualified firms that can provide the typical services required under an agreement thus eliminating the need to create, advertise, and award specific professional service agreements. Priority should be given to utilizing a firm on an established project development related professional services agreement for design work. If the appropriate expertise cannot be found under an established project development related professional services agreement or if the required work is determined too large for the professional service agreement, the Project Manager may elect to pursue the procurement of the desired professional service through a new and unique agreement in accordance with the DelDOT Professional Services Procurement Manual. It should be noted that it may take months to procure professional services when advertising a new and unique agreement.

When using open end agreements for the design work, the Project Manager must consider the contracted firms’ strengths, availability, qualifications, and overall ability to complete the project when determining the firm to ultimately assign the work to. The Project Manager should also evaluate the magnitude of the professional services that will be required over the life of the project and then consider whether the total required professional services should be divided into several smaller tasks that will allow for more accurate work projections which limit risk. Once the Project Manager determines the optimum firm to perform the work and the initial professional services required, they can request a draft scope of work and blank person-hour estimate from the selected contracted firm. The Project Manager should provide the selected firm with all the requisite information necessary for the firm to prepare an informed task proposal. The process for reviewing professional service proposals is described in Section 5.8.4.1 [NEEDS LINK]. Once found acceptable, professional service proposals are to be submitted for processing in accordance with Section 5.8.4.3 [NEEDS LINK].

3.4.1.2 Design Support Related Professional Services

Various sections within DelDOT maintain design support related professional service agreements (i.e., soil borings, utility designation, test holes, environmental services etc.) that can be considered for use on a project regardless of whether the project is designed primarily by in-house DelDOT staff or by contracted consultant staff. These design support related professional services and their associated request processes are documented in various locations throughout this manual. Another contractual alternative for performing this design support related work is to use the design related professional service agreement when the design work is to be conducted by a contracted consultant and provided that the proposed work is within the scope of the original agreement. The prime advantage to using the design related professional services agreement for this purpose is that all work can be managed by one entity. The Project Manager and the contracted design firm should discuss the desired division of work to determine the distribution most appropriate for the individual project.

Regardless of the agreement that the work is conducted under, coordination should be performed with the DelDOT support section managing the design support related professional services to assist in determining the scope and limits of work. Additionally, the DelDOT group managing the design support related professional service agreement can be used as a resource to review a design firm’s task proposal if the work is elected to be performed under a design related professional service agreement.

3.4.2 Professional Services Management

Once professional services are procured, the Project Manager must work to navigate the project through DelDOT’s project development process. This section summarizes the Project Manager’s responsibilities for managing professional service tasks and provides proven practices to ensure quality performance and compliance with the pertinent state and federal requirements.

3.4.2.1 Project Tracking

The Project Manager is responsible for tracking task progress to ensure on-time and on-budget deliverables that are complete, accurate, and consistent with the terms, conditions, and specifications of the contract under which they were developed. Performing accurate project tracking requires that the Project Manager monitor a project’s completed work in comparison to the scoped work to forecast future project milestone submittal dates and associated costs. The Project Manager must be intimately familiar with a task’s scope of services as well as the products that are to be produced to be able to perform accurate forecasts. The Project Manager should periodically examine the task progress against the amount expended to determine if additional funds will be required to prevent delays in the design phase caused by insufficient funds.

Project Managers use many tools to track a project’s progress toward its ultimate task deliverable. Two of the more common tracking tools utilized by the Project Manager are progress meetings and invoice tracking.

• Progress meetings – The Project Manager can setup regularly scheduled task progress meetings at a frequency commensurate with the magnitude, complexity, and type of work, to ensure the work is progressing in accordance with the established scope of work and schedule milestones. The Project Manager should use these meetings as an opportunity to discuss task progress as well as any on-going or anticipated challenges to an on-time and on-budget project delivery.
• Invoice tracking – The Project Manager will receive invoices from the consultant that can be used to track the task’s progress. The invoice submitted will summarize the work performed over the invoicing period as well as state the percent complete and percent expended. The Project Manager can further use this information to obtain an expenditure rate and progress rate when tracked over time. Additional information on invoicing is included in Section 3.4.2.2.

The Project Manager should monitor the expected task completion date so that a proposal for the next project development phase of work can be requested and processed prior to when money will need to be expended so as not to delay work on the future task. The consultant proposal review and funding request process outlined in Section 5.8.4.1 [NEEDS LINK] and Section 5.8.4.3 [NEEDS LINK] are to be followed for all next phase project development task proposals. Depending on Project Manager preference and funding phase of the project, the next phase of work can either be done as a purchase order modification, a supplemental task to a prior task, or as a new task.

On occasion, extra work that was outside of the original scope of services will be identified which will increase the work effort from that initially anticipated. In these cases, the Project Manager should review the circumstances and determine if extra work is in fact, required. When extra work is required, the consultant may request that a supplemental task or modified purchase order be processed. Supplemental tasks and modified purchase orders are discussed in additional detail in Section 5.8.4 [NEEDS LINK]. The selection of funding mechanism is left to the discretion of the Project Manager and is typically a function of tracking preference. No work on the element causing the extra work is to proceed until a new or revised Notice to Proceed is issued or until an advanced start approval is given by the Project Manager.

3.4.2.2 Invoicing

The Project Manager will receive invoices from vendors over the course of the project’s life for reimbursement for services performed. The Project Manager’s role in reviewing and processing invoices is described in Section 5.8.5 [NEEDS LINK].

3.4.2.3 Quality Assurance

The Project Manager is tasked with evaluating the compliance, performance, and quality of services provided by the consultant. The Project Manager’s specific responsibilities and DelDOT’s overall quality assurance procedures are described within Section 6.6 [NEEDS LINK]. The Project Manager will evaluate the services of the consultant annually and at the end of the contract to document the consultant’s performance in accordance with 23 CFR 172.9(d)(2). The Project Manager’s evaluation assists the Department with future professional service agreement selections and provides valuable feedback to the consultant. The solicitation to perform an evaluation will come from DelDOT’s Contract Administration section.

3.4.2.4 Closeout

All professional service tasks must be closed out upon completion. Additional information on the importance and process for closing out tasks is provided in Section 5.8.12 [NEEDS LINK].

3.5 Establishment of Project Directory

Maintaining consistent project directories promotes increased productivity as less time is needed to search for files and reduces redundancy which assists in assuring the use of correct file versions. DelDOT generally utilizes three separate project directories with varying levels of document control during the project development process. DelDOT’s directories and their intended use are described within this section. The DelDOT CADD Support group is tasked with overseeing DelDOT’s project directory structure and can be used as a resource when determining how a specific project’s directories should be established during the project initiation phase. The DelDOT CADD Support group can be contacted via email at DOT_CADDSupport@delaware.gov.

3.5.1 ProjectWise

Department Resources
ProjectWise folder structure
ProjectWise Project Creation Form
ProjectWise Access Control Form
ProjectWise Explorer Configuration

ProjectWise is DelDOT’s preferred project development related project directory and is used for both in-house developed and consultant developed projects. ProjectWise is a cloud-based Document Management System (DMS) designed specifically to manage documents related to design and construction projects. ProjectWise provides a secure file management system where access is controlled by security groups managed by DelDOT’s ProjectWise Administrators. ProjectWise additionally provides enhanced searching capabilities and managed references where if a file gets moved or renamed, ProjectWise will automatically change the attachment information within MicroStation to maintain the link. The ProjectWise directory should not be created until a project’s contract number has been assigned.

All new capital projects developed by DelDOT’s Project Development North, Project Development South, and Bridge Design sections are to use this platform. Other sections or programs may use the cloud-based project directory as well after coordination with DelDOT’s CADD Support group. To promote consistency, DelDOT maintains a standard ProjectWise folder structure. Users are not permitted to create new folders within the ProjectWise directory. Projects developed by DelDOT staff that do not use ProjectWise as their main directory are to use DelDOT’s DOTFS08\CADD\Active Designs folder as their primary project directory.

DelDOT maintains a ProjectWise Project Creation Form for adding projects to the “DELDOT Production” datasource. Once the request is received, DelDOT’s ProjectWise Administrators will create the project folders on the “DELDOT Production” datasource on ProjectWise and will assign submitted users to one of the standard access groups defined in the project creation request form. Consultant users that wish to restrict staff access by discipline can utilize DelDOT’s defined discipline access groups whereas consultant users that do not wish to restrict staff access across discipline can assign staff to the “PM (consultant)” access group which will allow their staff to access all folders and files on the ProjectWise directory. All later access modifications can be performed through use of DelDOT’s standard ProjectWise Access Control Form. It is recommended that a single version of the Access Control Form be created and used throughout the life of the project to track all permission changes. When sending the Access Control Form to CADD Support, use the “No Change” option in Column 1 for existing users that require no access change.

After initial project folder establishment, all subsequent design team access or permission issues should be communicated by the DelDOT Project Manager to DelDOT’s CADD Support group. DelDOT maintains ProjectWise Explorer Configuration instructions which describes the process to connect to the “DELDOT Production” datasource. All questions or issues pertaining to the overall functionality of ProjectWise should be directed to the DelDOT CADD Support group.

3.5.2 \\DOTFS08\CADD\Active Designs

Department Resources
ProjectWise Folder Structure

In-house developed projects that do not utilize the ProjectWise directory are to use DelDOT’s \\DOTFS08\CADD\Active Designs folder as their main project development related project directory. This location is commonly mapped as the “Y-Drive” for staff within the Project Development North, Project Development South, and Bridge Design sections. Projects that utilize a ProjectWise Directory do not require the creation of a directory in the \\DOTFS08\CADD\Active Designs folder. The \\DOTFS08\CADD\Active Designs folder is an access protected internal network server which is managed by both DelDOT’s CADD Support group and DelDOT’s Division of Technology and Innovation. Projects in the \\DOTFS08\CADD\Active Designs folder are placed into folders organized first by county and then by maintenance road number. When used as the main project development related project directory, the structure of the directory is to follow the standard ProjectWise folder structure.

3.5.3 \\DOTFS08\CADD\Active Contracts

Department Resources
Print Request Form

The \\DOTFS08\CADD\Active Contracts folder is not access protected and is to only be used to store and print contract plans. This location is commonly mapped as the “V-Drive” for staff within the Project Development North, Project Development South, and Bridge Design sections. Plans can be requested to be printed through the use of DelDOT’s Print Request Form.

To maintain consistency and uniformity when placing electronic files on the \\DOTFS08\CADD\Active Contracts folder, it is recommended that the folder system shown in Table 3.5.3 be utilized within the contract directory folder.

Table 3.5.3 – Active Contracts Subfolder Structure

Folder Name	Folder Contents
Survey	Plot files (PDF) used for the Survey Plan submission.
Preliminary	Plot files (PDF) used for the Preliminary Construction Plan submission.
Semi-Final_Construction	Plot files (PDF) used for the Semi-Final Construction Plan submission.
Semi-Final_RW	Plot files (PDF) used for the Semi-Final Right-of-Way Plan submission.
Semi-Final_XS	Plot files (PDF) used for the Semi-Final Cross-Section submission.
Final_Construction	Plot files (PDF) used for the Final Construction Plan submission.
Final_RW	Plot files (PDF) used for the Final Right-of-Way Plan submission.
Final_XS	Plot files (PDF) used for the Final Cross-Section submission.
PSE_Construction	Plot files (PDF) used for the PS&E Construction submission.
PSE_XS	Plot files (PDF) used for the PS&E Cross-Section submission.
Advertisement	Plot files (PDF) used for the advertisement package.
Miscellaneous	Miscellaneous plot files, such as one-off plots, test plots, etc.

3.6 Project Scoping

Project scoping is the process that is used to evaluate a transportation deficiency and determine what work should be included within a proposed project to address it. All DelDOT projects must be appropriately scoped by the section responsible for performing the design. Site visits should be performed during the scoping phase to properly assess project needs and to verify any desktop assessments and research conducted. The project scoping task should be conducted as early as feasible in the project development process, however, its exact timing will vary greatly based on project specific factors including the program or section developing the project, the complexity of the project, the number and type of project stakeholders, and project funding. This section describes the best practices DelDOT has established for performing project scoping and arriving at a preferred alternative for further design.

After the initial project scoping is complete, scope management will continue throughout the project development process. Scope management requires that the project team evaluate additional proposed work to ensure that all work required to meet the project objectives are completed while work outside of the project’s objectives is evaluated for feasibility and cost-effectiveness. Scope management is primarily concerned with defining, and then controlling, what is and is not included in the project scope.

3.6.1 Define the Project Objective

The first task and cornerstone of the project scoping phase is defining explicit and clear project objectives that indicate why a project is being undertaken and what the project is intended to achieve. The project objectives must be based on, and be commensurate with, the transportation deficiencies initially generating the project. Though not federally required for all projects, developing a formal “purpose and need” statement that defines a project’s scope should be considered on all DelDOT projects. Purpose and need statements should be written concisely. Additionally, they should not be written so narrowly as to limit the development of reasonable solutions or alternatives, nor so vague as to provide no framework for future decision-making. It is permissible that the purpose and need statement reference the results of other technical studies rather than reciting the information in those technical studies.

The “need” statement should provide the factual foundation for the statement of project purpose. The need statement should describe the deficiencies that the proposed action is intended to address and, to the extent possible, explain the underlying sources of those deficiencies.

The “purpose” statement should define the fundamental reasons for the project being proposed, expressed as a desired transportation outcome. If a project has several distinct purposes, each purpose should be individually listed. The purpose statement should be logical in relation to the “need” section.

3.6.2 Develop the Scoping Process

The project scoping task must be tailored by the design team to suit an individual project’s needs and considerations. Accordingly, the design team should collaborate at the beginning of the project initiation phase to develop an approximate project scoping process and schedule that includes the activities and actions described in Section 3.6. The complexity and potential impact of the project being assessed as discussed in Section 3.6.2.1 will determine the extent of the scoping process required as well as the level of formal documentation needed. Section 3.6 provides an order of tasks that can be followed, modified, or performed simultaneously as deemed necessary by the Project Manager to meet an individual project’s scoping needs and to arrive at a preferred alternative.

Early coordination with appropriate regulatory agencies, other DelDOT sections, and the public can be used to determine an appropriate project scope and can aid in determining the type and scope of environmental review, the level of analysis, and related environmental requirements that a project will require. Section 3.6.2.2 and Section 3.6.2.3 describe tools that can be used during the project scoping phase to conduct this early coordination. When the project scoping phase is performed properly, its results may be incorporated into the environmental review documents in accordance with 23 CFR 771.111 (a)(2)(i).

As with many other elements of the project development process, a project’s scoping phase must be treated as a dynamic and iterative process that is subject to change throughout its execution to ensure that the project scoping phase delivers its intended results.

3.6.2.1 NEPA Class Requirements

Projects that will use federal funding must follow the NEPA process which requires that agencies evaluate the reasonably foreseeable environmental and related social and economic effects of their proposed actions. DelDOT’s Environmental Stewardship Office will perform an initial environmental evaluation as part of the project’s initial baselining as discussed in Section 3.2.1.3. Projects that are classified as a Categorical Exclusion (CEs) are not required to have a formal scoping process. However, projects that are initially classified as an Environmental Impact Study (EIS) will need a formal and well-documented alternatives analysis assessment while Environmental Assessments (EAs) may need a formal and well-documented alternatives analysis assessment. DelDOT’s Environmental Stewardship Office can be used as a resource for clarification on a project’s federal scoping requirements. Additional information on the NEPA process is included in Section 5.3 [NEEDS LINK].

3.6.2.2 Scoping Meetings

Department Resources
Bridge Project Scoping Meeting Questionnaire
Road Project Scoping Meeting Questionnaire
DelDOT Distribution List (\\DOTFS08\CADD\Active_Designs\Distribution_List [NEEDS LINK])
Scoping Meeting Memo

The design team can elect to hold scoping meetings with stakeholders at strategic points in the project scoping phase. Scoping meetings are valuable tools for identifying additional existing transportation deficiencies, construction constraints, the need and scope for additional studies, identifying project risks and associated mitigation strategies, and eventual maintenance and operation considerations. The discussion and identification of these elements with key project stakeholders will additionally assist in validating the initial project baselining effort discussed in Section 3.2.1. On some projects, particularly those with relatively large environmental impact potential, it may be appropriate to hold scoping meetings specifically with the environmental regulatory agencies. The design team should consult with the DelDOT Environmental Stewardship Office to determine the need for and required agency attendance for a solely environmental agency scoping meeting.

The design team is responsible for assessing the need for project scoping meetings as well as for scheduling scoping meetings. Considerations involved with the scoping meeting include, but are not limited to, the following:

• Meeting timing within scoping phase – The design team should schedule the scoping meeting at a logical time within the scoping phase so that there is enough meaningful information compiled to discuss, but early enough so that feedback from the meeting participants can still help guide project scoping decisions.
• Location and format of the meeting – A scoping meeting can either be held at the project location, as a virtual meeting, in-person in a group setting, or any combination thereof. Each potential meeting location and format provides different benefits that will need to be considered on a case-by-case basis.
• Topics for discussion – The design team should review the project ahead of the meeting to determine which topics are most beneficial for discussion in the group meeting. At a minimum, the design team should present the project’s history and any draft project objectives or goals at the scoping meeting. Additional potential topics for discussion include the following:
  • Alternatives considered to date,
  • Project constructability including any accelerated bridge construction methods,
  • Potential for lane closures and detours,
  • Design controls and criteria,
  • Existing known maintenance issues,
  • Pavement condition,
  • Utility conflicts,
  • Potential for utility reimbursement including for design, inspection, and construction,
  • Environmental constraints and potential mitigation,
  • Project location relative to municipal limits and the need for a town agreement or other potential effects to the project development process,
  • Multi-modal facilities,
  • Public outreach strategies,
  • Existing right-of-way and railroads,
  • Lighting condition,
  • Integrated transportation management systems (ITMS),
  • Proposed project schedules,
  • Environmentally sensitive locations,
  • Transit facilities,
  • Known safety and accessibility deficiencies,
  • Other known DelDOT or developer projects planned for the area,
  • Stormwater and drainage patterns and deficiencies,
  • Potential stormwater best management practice (BMP) locations, and
  • Future maintenance considerations that the work could create.

  DelDOT has created the Bridge Project Scoping Meeting Questionnaire and the Road Project Scoping Meeting Questionnaire to assist the design team facilitate meaningful discussion at the scoping meeting.

• Material to facilitate discussion – The design team should assemble material prior to the meeting that will facilitate meaningful conversation. This could include the creation of a meeting agenda, maps of the study area with key constraints, maps of any proposed features or project alternatives, and other current or future transportation improvements plans.
• Meeting participation – DelDOT maintains a Distribution List (\\DOTFS08\CADD\Active_Designs\Distribution_List) that includes recommendations on staff to include at the scoping meeting. The design team should review the probable project scope and the distribution list when determining the DelDOT sections that should participate in the project’s scoping meeting. DelDOT’s Distribution List is kept on internal servers so that the information within the directory is not distributed publicly. Entities outside of DelDOT that require access to the Distribution List should request the information through their Project Manager. Once the desired level of participation is identified, the design team can distribute DelDOT’s standard scoping meeting memo.

After the scoping meeting concludes, the Project Manager and the rest of the design team should collectively work to determine the items discussed that readily fit within the proposed project’s scope, items that cannot be addressed by the project, and items that warrant further discussion and potential scope alterations to incorporate.

3.6.2.3 Public Involvement

It is important that public involvement be performed at strategic times throughout the project development process. Public involvement generates both outgoing and incoming communication which fosters a project development process that better meets the needs of the users and is received more favorably by the public. Public involvement helps reach a consensus by providing a forum for the users to express their needs, ideas, concerns, and perspectives relating to the transportation system while giving DelDOT the opportunity to educate the public about transportation issues, services, and projects. DelDOT is required under 23 CFR 771.111(h)(1) to maintain procedures approved by FHWA to carry out a public involvement/ public hearing program. Additional information about DelDOT’s public engagement strategies can be found in Section 5.1 [NEEDS LINK]. The extent of public involvement required for projects is established on the basis of environmental impacts as required by 23 CFR 771. The class of action and public involvement requirements are indicated on the initial environmental evaluation.

During the project scoping phase, public involvement can be sought to present feasible alternatives for public review and comment or to gain greater understanding of the existing transportation deficiency. The format of the public involvement will vary depending on the size, complexity, location, and potential impacts of the project. The design team should prepare information ahead of the meeting to facilitate meaningful discussion. Information that can be presented at the public meeting includes the project’s objectives or purpose and need statement if it has been developed, any project alternatives developed, and any major project design features. All public involvement during this phase should be coordinated with the Division Director, the Community Relations section, as well as the Environmental Stewardship Office.

3.6.3 Establish Preliminary Design Controls and Criteria

The design team should review the project area in combination with the project objectives to ascertain the transportation user groups necessary to accommodate within the project limits. User groups include vehicular traffic, bicycle traffic, pedestrians, as well as transit traffic and facilities. While determining the user groups to accommodate, it is important to note that in accordance with 17 Del. C. § 132(f) of the Delaware Code, projects must construct sidewalks whenever major arterials, minor arterials, collector roads or proposed roads in urbanized areas of the State are widened, constructed, or reconstructed.

Once the user groups have been identified, the design team should select basic design controls and corresponding design criteria that considers the needs of all necessary modes of transportation as well as the community context in which the project is located. The design controls and design criteria will need to be revisited throughout the project development process; however, the selection of adequate design criteria prior to the development of any alternatives will ensure the suitability of any alternatives generated and their potential impacts, as well as facilitate comparisons between alternatives. Section 4.1 [NEEDS LINK] includes a more detailed discussion on the establishment of design criteria.

3.6.4 Establish Project Constraints

All projects will have unique characteristics and face constraints and limitations that must be vetted through the project scoping phase. Accurately establishing project constraints during the scoping phase will lead to an assessment of the developed alternatives that properly considers a project’s environmental and related social and economic effects. This will ultimately lead to the development of a balanced design that addresses the system’s transportation needs. While assessing the existing project constraints, the design team may determine that additional field or baseline studies may be needed. When this occurs, DelDOT’s Environmental Stewardship Office should be used as a resource to determine if additional studies are in fact needed, and to properly assess the scope and limits of those required studies. Project constraints include, but are not limited to, the following:

• Transportation operation (Section 3.6.4.1),
• Environmental (Section 3.6.4.2),
• Utilities (Section 3.6.4.3),
• Right-of-Way (Section 3.6.4.4), and
• Railroad (Section 3.6.4.5).

3.6.4.1 Transportation Operation

Department Resources
Road Design Manual
DTC-05.01: Bus Stop and Passenger Facilities Policy

The majority of DelDOT’s projects will inherently have an impact on transportation operations either temporarily or permanently. The design team should assess the current transportation network operation within the project area commensurate to any project goals or objectives. This operational assessment should include, but not be limited to, the following transportation operation characteristics:

• Crash Patterns – The existing crash patterns should be reviewed to identify existing transportation deficiencies including high crash locations, patterns in crashes that may indicate specific problematic movements, and particular types of crashes that should be targeted for countermeasures. Additional information on requesting crash data is provided in Section 3.7.5. The project location should also be investigated for any previous HSIP sites which may provide additional crash pattern information and countermeasures for consideration.
• Level-of-Service (LOS) – The LOS or other comparable traffic capacity measures can be used to evaluate current traffic operation in accordance with Section 2.6 of the DelDOT Road Design Manual. Additional information on traffic capacity analysis is provided in Section 4.4 [NEEDS LINK].
• Design vehicles – The project’s existing geometric design at turning movement locations can be analyzed to determine the design vehicles that are currently accommodated within the project limits. Section 2.6 of the DelDOT Road Design Manual provides additional discussion on design vehicle selection.
• Pedestrian facilities – Nearly all trips include a pedestrian portion; even trips taken by passenger vehicles or transit begin with drivers and passengers walking from their origin to the vehicle and end with them walking from the vehicle to their destination. Pedestrian facilities should be designed to maximize pedestrian visibility to motorists, accommodate the volume of pedestrians anticipated, and be accessible. Pedestrian desire lines should be considered related to sidewalks, shared use paths, and crosswalk locations. Additional information on pedestrian facilities is provided in Section 4.5 [NEEDS LINK].
• Bicycle facilities – Bicycle facilities within the project area can be assessed to determine how well they accommodate the bicycle user demand within the project limits. Additional information on bicycle user groups and their appropriate accommodations is contained within the AASHTO Guide for the Development of Bicycle Facilities.
• Transit operations – Transit facilities within the project area can be reviewed to assess how well operations meet the current user demand. DelDOT Policy Implement DTC-05.01 entitled Bus Stop and Passenger Facilities Policy contains DelDOT’s design guidance for these facilities. The design team should coordinate a project’s transit needs with the Delaware Transit Corporation (DTC) when it is determined that addressing transit operation deficiencies is a project objective.
• Access to adjacent land uses – DelDOT provides varying levels of access to adjacent properties dependent upon the roadway’s functional classification. Access provided to adjacent properties may either be intentionally or inadvertently affected by a project dependent upon the project’s scope. Additional information on access control is provided in Section 4.2.5 [NEEDS LINK].

3.6.4.2 Environmental

All transportation projects will have a level of environmental impact. Numerous state and federal agencies, laws and regulations govern these environmental impacts. The level of a project’s impact will determine the amount or if any mitigation will be required. Wherever possible, environmental resources are to be avoided, but where avoidance is not prudent, the impacts are to be minimized and mitigated. Environmental impacts that must be assessed include:

• Social impacts to communities,
• Permanent land use changes,
• Economic impacts,
• Social justice impacts,
• Cultural impacts to historic properties,
• Impacts to publicly owned parks, recreational areas, or national wildlife refuge areas,
• Air quality effect,
• Noise effect,
• Trees,
• Endangered species,
• Impacts to known hazardous material locations,
• Water quality effects to lakes, streams, wetlands,
• Fish and wildlife effects, and
• Impact to any protected farmland.

DelDOT’s Environmental Stewardship Office should be used as a resource if it is determined that a project could potentially include these listed environmental impacts. The section is staffed with subject matter experts and maintains and manages DelDOT’s relationships with each of the governing agencies to ensure smooth operations during the NEPA and permit approval process. Additional information on the environmental coordination process is provided in Section 5.3 [NEEDS LINK].

3.6.4.3 Utilities

Transportation projects frequently affect either underground or aerial utilities both within and outside of DelDOT’s existing right-of-way. Impacts to utility features can be costly and add time to a project’s schedule. The amount of added cost and delay to a project will vary based on the feature that is impacted as well as the severity of the impact. During the scoping process, effort should be made by the design team to ascertain the approximate location, the owner, and type of existing utilities. DelDOT’s Utilities section can be used as a resource during this investigative effort. Additional information on the utility coordination process is provided in Section 5.4 [NEEDS LINK].

3.6.4.4 Right-of-Way

Transportation projects will often require the acquisition of additional property rights to construct or maintain a proposed facility. An initial evaluation of existing property rights is a valuable step in the transportation decision-making process as acquisition of property rights can be controversial, expensive, and time consuming. Existing right-of-way limits can be approximated using GIS datasets or can be researched and recreated based on archive plans, deeds, plat books, wills, and other source information. The level of existing right-of-way reconstruction performed should be commensurate with the project’s scope and potential impacts. DelDOT’s Team Support section can be used as a resource during this process. Additional information on the right-of-way coordination process is provided in Section 5.5 [NEEDS LINK].

3.6.4.5 Railroad

Railroads are typically contained within a property or right-of-way separate from the State’s operational right-of-way. All work within railroad right-of-way must be coordinated with the railroad owner and requires proper agreements and other considerations before commencing. Therefore, transportation projects which are proximate, or which will affect railroad right-of-way, operation, or assets will require additional coordination efforts. Accordingly, railroad right-of-way should be researched and delineated as part of the project scoping phase. DelDOT’s Railroad Coordination section can be used as a resource during this process.

3.6.5 Alternatives Development

Once a project’s objectives and goals are understood, conceptual alternatives in accordance with the preliminary design criteria established in Section 3.6.3 can be developed to address the transportation need. The intent of the development of conceptual design alternatives is not to develop the final project design, but to provide the direction and scale of the improvement, and to confirm that the alternative is viable physically and financially. The initial alternatives developed should define the project by alignment and by grade if applicable to a project’s proposed scope.

The initial alternatives developed should cover a wide range and scale of potential improvements and incorporate principles of the Safe Systems Approach where possible. The Safe Systems Approach mitigates the risk inherent in the transportation network through use of multiple layers of protection to both prevent crashes and to reduce harm caused to those involved when crashes occur. Additional information about the Safe System Approach is provided on the United States Department of Transportation’s website. Additional discussion on the types and scale of improvements to be considered is included in Section 3.6.5.1.

Once developed, the initial alternatives for evaluation should be condensed to a manageable and reasonable number of feasible alternatives that is proportional to the project’s scope. All feasible alternatives developed must meet the requirements of 23 CFR 771.111(f) if federal funds are or will be used which requires the project meet the following criteria:

• Connect logical termini and be of sufficient length to address environmental matters on a broad scope,
• Have independent utility or independent significance, i.e., be usable and be a reasonable expenditure even if no additional transportation improvements in the area are made, and
• Not restrict consideration of alternatives for other reasonably foreseeable transportation improvements.

Feasible alternatives should be developed to comparable levels for evaluation. A practical, cost-effective design of each proposed alternative should be developed for relative comparison. The feasible alternatives developed will ultimately be evaluated and assessed in accordance with the guidance in Section 3.6.6.

3.6.5.1 Alternative Types

The project team should consider a wide array of solutions to rectify the identified transportation deficiency and to meet the project’s established objectives and goals. This subsection provides a detailed description of the alternative types that can be considered during this phase of the project development process. The alternative types listed may be combined as needed to address an individual location’s specific needs.

• No-Build Alternative – The no-build alternative would not include any upgrades that would change the road’s operation or extend its service life and instead, would only continue the routine maintenance of the existing facility. This alternative serves as a baseline comparison of the other available alternatives. The no-build alternative must always be considered during the scoping phase.
• Transportation System Management and Operations (TSMO) – TSMO is a set of strategies that focus on creating operational improvements which do not require adding system capacity. The goal of TSMO alternatives is to maintain or even restore the performance of the existing transportation system. TSMO strategies include, but are not limited to, traffic signal coordination, traffic incident management, special event management, road weather management, freight management, providing traveler information, ramp management, transportation demand management, congestion pricing, integrated corridor management, access management, and expanding multimodal alternatives and mobility services.
• Preventive Maintenance (1R and 2R) project – This alternative type is often associated with maintenance activities intended to preserve the system, retard future deterioration, and maintain or improve the functional condition of the system without increasing structural capacity. Enhancements within this alternative type are typically minor and do not change the overall character of the facility.
• Resurfacing, Restoration, and Rehabilitation (3R) project – This alternative type consists of resurfacing, restoration, and rehabilitation of an existing facility with the intention of preserving and extending service life and enhancing highway safety. This alternative type could include pavement improvements of the existing road, minor roadway widening, and typically includes minor drainage improvements within the scope of the project. Resurfacing, restoration, and rehabilitation (3R) projects should make isolated cost-effective improvements to the existing geometrics, where practical, including but not limited to, flattening curves or improving sight distance, roadside shoulder improvements, and construction of select low-cost safety improvements at the site or system-wide level. Resurfacing, restoration, and rehabilitation (3R) projects are typically constructed within existing right-of-way, although some minor acquisitions may be necessary. Resurfacing, restoration, and rehabilitation (3R) projects do not change the basic roadway type by adding through lanes, passing lanes, or auxiliary lanes, although turn lanes and radius improvements at intersections may be involved.
• Reconstruction (4R) project – This alternative type utilizes an existing roadway alignment or makes only minor changes to an existing alignment but changes the basic roadway type. Typical work includes improving operation by widening, horizontal and/or vertical realignment, addition of travel lanes, access improvement, and replacing bridges. While reconstruction (4R) projects typically follow an existing road corridor, it may deviate significantly in width and alignment from the present road to achieve full geometric standards. Retaining the existing alignment means that existing constraints in the current roadway environment will influence design decisions.
• New Construction project – This alternative type consists of all new construction on a new alignment where no road is present for the majority of the project. Examples of new construction are a bypass constructed to carry through traffic around a population center, construction of a new access route linking an existing highway with a new recreational facility, or a new grade separated facility. New construction facilities should be built to achieve full design standards. Design exceptions for this alternative type should be rare. It is noted that the Council on Transportation (COT) has final approval authority for all corridor route projects in connection with new road alignments in accordance with 29 Del. C. § 8409(b)(4).

3.6.6 Alternatives Assessment

Once the existing project constraints have been established and feasible alternatives developed, an assessment that will ultimately lead to the selection of a preferred alternative for further design development can be performed. Thorough analysis of alternatives supports a well-defined scope, minimizes scope creep, and incremental cost effects later in the project development process.

The design team should begin the evaluation process by performing a fatal flaw analysis of each feasible alternative to determine if it has flaws which will prevent it from meeting the established project objectives. If it is determined that the alternative will not be able to meet the project objectives even with minor modifications, the reasons should be documented and other alternatives meeting the project objectives should be prioritized.

After the fatal flaw assessment, the design team should establish a set of consistent evaluation criteria based on the project’s objectives, commitments, environmental impact, and stakeholder input. Once the criteria have been established, each feasible alternative as well as the no-build condition can be analyzed and its impacts to the established project constraints can be determined. Where possible, quantitative measures should be utilized instead of qualitative measures. Matrices summarizing the analysis performed can be created to simplify information presentation. The assessment should be an iterative process where modifications are made and then reassessed.

Using the methodology presented within this section, the benefits, costs, and associated impacts of alternatives can be assessed to determine the alternative that best meets the transportation needs while balancing its subsequent impacts. Some evaluation criteria may be less relevant than others in the decision-making process; therefore, if desired, the evaluation criteria can be ranked and weighted. The criteria and weighting used to assess fulfillment of the project objectives and in assigning scores to the different benefits and consequences should be developed with collaboration, understanding, and agreement of the project team and pertinent agency stakeholders. Techniques to monetize the benefit realized by a project can also be used to directly compare an alternative’s benefit to its estimated cost. The alternatives assessment phase will be complete once all feasible build alternatives and the no-build alternative have been evaluated and a tentative preferred alternative has been selected.

Project Managers can elect to distribute the selected preferred alternative Department-wide for additional review and comment at this point as part of a Concept Plan distribution. Concept Plan submittals and their benefits are discussed in more detail in Section 6.3 [NEEDS LINK].

3.6.7 Process Documentation

The design team should document the scoping process and associated data and analyses once a preferred alternative has been selected. This documentation will serve to summarize the early project level decisions and may be federally required on some DelDOT projects. When the project scoping phase is performed properly, its results may be incorporated into the environmental review documents in accordance with 23 CFR 771.111 (a)(2)(i). The documentation developed is to be succinct and clear while summarizing the following elements:

• The project’s objectives – The project’s objective(s) or “purpose and need” should be summarized at the beginning of the document.
• Information collected – The documentation should summarize all information that was collected through any contributing technical studies or other pertinent information that describes the project’s origin. Pertinent technical studies include, but are not limited to, the following:
  • Cultural resources (architectural/ historical and archaeological),
  • Natural resources (threatened and endangered species, wetlands, water quality, farmlands, terrestrial and aquatic resources),
  • Noise,
  • Air quality (based on the regional model),
  • Hazardous materials,
  • Conceptual stage right-of-way acquisition and relocation plan, and
  • Soils and geology.
• Description of each alternative considered – Provide a detailed description of each alternative considered, including those which were deemed to have a fatal flaw and therefore not considered in the final alternatives assessment. The alternatives and their design criteria and impacts should be fully described. The description should also include why the improvement option was initially considered and whether the design team made any modifications during the scoping process. The alternative should also be supplemented with a map depicting their location and key design features. Alternatives not carried forward into the final alternatives assessment should have their fatal flaw described.
• Description of the public involvement process – The results of any public involvement and agency coordination undertaken should be sufficiently described.
• Comparison between feasible alternatives – The alternatives analysis assessment criteria and any associated ranking or weighing mechanisms established should be fully explained in the documentation. For quick comparison, alternatives may be presented in an evaluation matrix which shows the evaluation of each of the alternatives.
• Conclusion – Describe why the preferred alternative was selected, any remediation or mitigation strategies to be pursued, as well as any commitments made to the public, pertinent resource agencies, and to other project stakeholders.

3.6.8 Additional Scoping Phase Considerations

The design team will need to perform additional project scoping once a preferred alternative has been selected. These ancillary considerations do not directly contribute to the selection of a preferred alternative but will serve to guide the rest of the project development process.

3.6.8.1 Project Delivery Method

Once the preferred alternative has been selected, the design team should assess the appropriate project delivery method. DelDOT traditionally delivers projects using design-bid-build project delivery, however, there are many other contracting alternatives available which can be considered. It is advantageous to consider the ultimate project delivery method during the scoping phase so that the project development process can be tailored to the ultimate deliverables required for the selected contracting method. Additional discussion on contracting method selection is included in Section 6.1 [NEEDS LINK]. DelDOT Construction must be included in all discussions regarding alternative contracting methods.

3.6.8.2 Accessibility Requirements

28 CFR 35.151(a) requires that new construction meet the accessibility standards and be readily accessible to, and usable by, individuals with disabilities. The majority of projects that DelDOT will perform within the existing right-of-way will be considered alteration projects. 28 CFR 35.151(b) requires that facilities that are altered meet the accessibility standards and be readily accessible and usable to individuals with disabilities to the maximum extent feasible. The project limits must be examined during the scoping phase to ascertain the accessibility elements that will be affected during construction as well as their required treatment. The design team must perform all required accessibility work and should additionally strive to identify and then remove additional existing barriers to accessibility within the scope of the project. The design team should also consider potential scope expansion due to continued deterioration occurring prior to construction. For example, project limits may need to be expanded during the construction phase to correct pavement in an adjacent intersection which could trigger additional accessibility requirements. Additional discussion on the accessibility requirements and their associated design level considerations is provided in Section 4.5 [NEEDS LINK]. DelDOT’s Title II Coordinator can be used as a resource during this assessment process.

3.6.8.3 Stormwater and Drainage Considerations

17 Chapter 9 of the Delaware Code requires that DelDOT adequately drain water along the right-of-way caused by the construction, alteration, or other changing of natural contour lines. Accordingly, DelDOT projects must locate drainage outfalls and subsequently provide positive conveyance within the project limits. Additionally, projects are required to comply with 7 DE Admin. Code § 5101 Sediment and Stormwater Regulations of the Delaware Administrative Code. Complying with the Sediment and Stormwater Regulations may require the installation of best management practices (BMPs) depending on the scope and impact of a project. For larger impact projects, this may require the acquisition of additional property rights solely for the construction and subsequent maintenance of BMP facilities. The design team should assess the project area during the scoping phase to accurately establish project limits and to also ensure that adequate field survey is collected. Additional information on drainage design is provided in Section 4.7 [NEEDS LINK] and additional information on stormwater management is provided in Section 4.8 [NEEDS LINK]. DelDOT’s Water Resources section can be used as a resource during this assessment process.

3.6.8.4 Cost-Effective Safety Upgrades

The transportation network user’s safety is of paramount importance and is at the center of engineering ethics. Once the project limits are established, the design team should scope the limits to assess whether any infrastructure elements directly related to user safety can be improved and incorporated into the logical scope of the project. Examples of work that can be logically added to a project’s scope to enhance safety includes, but is not limited to, upgrading obsolete or prior generation crashworthy hardware, upgrading pedestrian crossing locations, installing or upgrading existing corridor lighting, adding median barrier on a divided roadway, removing existing roadside obstructions, and upgrading existing traffic control devices. DelDOT’s HSIP Program Manager and Traffic Safety Program Manager can be used as a resource during this assessment process.

3.6.8.5 3D Engineering Content Development

DelDOT develops and utilizes various forms of 3D engineered content throughout the project development process to aid in decision-making and design. Additionally, information that is derived from the 3D engineered content can be provided to a contractor as part of a contract.

3D models are extremely beneficial in analyzing clash detections during the design phase. A clash occurs when different infrastructure elements occupy the same space in the proposed design. Generating a 3D model is extremely beneficial in detecting these clashes so that remedies can be evaluated and considered during the design phase, resulting in reduced construction delays and reduced additional costs. Generating a 3D model is also beneficial on large earthwork and paving projects where automated machine guidance (AMG) practices may be utilized during the construction phase. Projects which include the following earthwork operations will benefit from the creation of a 3D model:

• Large application of sub-base material spreading,
• Large application of paving,
• Mass earthmoving,
• Stormwater management facilities requiring grading, and
• Wetland mitigation areas requiring earthwork.

Creating a 3D model during the design phase requires a significant investment of time and resources, which has an associated cost that should be considered on each project. During the scoping phase of each project, the design team should consider how 3D engineered content will be used during the design phase as well as what electronic deliverables are going to be provided to the contractor as the decision will directly affect the rest of the project development process. Projects that elect to use 3D modeling during the design phase must have a complete and accurate ground survey of the existing topographical features to ensure the generation of an accurate 3D model that appropriately ties into the original ground surface. The design team needs to recognize the potential limitations that various surveying methods impose on the accuracy of the 3D model.

Table 3.6.8.5 – Benefits of Generating 3D Engineered Models

Design Phase Benefits:

A more comprehensive design can be developed. Enables integration of several design processes, resulting in quicker updates during the design phase. Ability to more accurately detect and address design issues and conflicts during the design phase. Constructability issues are easier to detect during the design phase. 3D models aid in extracting more accurate quantity estimates. Assists in the development of visual aids to supplement public outreach.

Construction Phase Benefits:

Contractors can identify and rectify constructability issues prior to mobilization, saving time and money. Contractors have a better understanding of material quantities throughout the project site. Faster construction execution with Automated Machine Guidance (AMG), which has associated efficiency and safety benefits. Provides the contractor with insight as to the engineer’s design intent. Enables more efficient workflows for the measurement and payment of material quantities.

3.6.8.6 Resiliency

As the lowest lying state, roadway flooding is of significant concern when planning, designing, constructing, and maintaining Delaware’s infrastructure. In accordance with Delaware’s Climate Action Plan, DelDOT should consider the effects of sea level rise when scoping and designing projects. In addition, as weather patterns are changing, overall resiliency and sustainability considerations and options should be taken into consideration. The design team should also consider the purpose, need, scope, and impacts of each project to determine what, if any, measures may be able to be taken as part of the project. Additional discussion on infrastructure resiliency design is provided in Section 4.12 [NEEDS LINK]. DelDOT’s Resilience and Sustainability section can be used as a resource during this assessment process.

3.6.8.7 Aesthetics

The design team should evaluate the project area and identify any factors that may necessitate the incorporation of aesthetic features into the project. Factors that could require the addition of aesthetic features include a project’s presence on a designated Delaware Byway, a project’s proximity to a designated wild, scenic, or recreational river under the Wild and Scenic Rivers Act, a project’s impact to a historic feature, local codes or other municipal requirements, local or regional master plans, or simply through stakeholder requests. Delaware’s Byways program is discussed in more detail in Section 4.2.4 [NEEDS LINK] while additional information on the Wild and Scenic Rivers Act and historic preservation is included in Section 5.3 [NEEDS LINK]. Aesthetic features may include any of the following:

• Enhanced walls or bridge parapets,
• Ornamental signal and lighting poles,
• Aesthetic traffic barrier,
• Fence,
• Patterned crosswalks, and
• Landscaping.

The design team should coordinate on these requirements at the early stages of the project development process to mitigate potential delays later on. The DelDOT Utilities section should be consulted as early as feasible when aesthetic considerations have the potential to affect utilities.

3.7 Existing Site Investigation

Department Resources
Memos and Forms on the Design Resource Center
Right to Trespass Site Investigation Letter
Public Involvement Initial Outreach Letter

Performing adequate site investigation is paramount to a project’s success. Timely site investigation enables a more accurate and complete project scoping assessment of the existing site deficiencies, allows the design team to promptly identify and subsequently mitigate existing site constraints, and ultimately reduces risk during the construction phase. Existing site investigation can be conducted throughout the project development process, but it mainly occurs during the project initiation phase. The design team is encouraged to visit the project site and to use the relevant GIS dataset resources described in Section 3.7.1 to assess existing conditions and to better approximate the potential limits and extent of required investigations prior to submitting requests as described within this section. The design team can also use resources publicly available to view existing site imagery collected from the street. All site investigation activities must be performed in a safe manner. This will require the project team to account for the potential hazards described within this manual and may necessitate the use of various maintenance of traffic treatments to collect the information desired.

Various groups within DelDOT are tasked with managing and/ or performing existing site investigation activities. Accordingly, many existing site investigation activities require the design team to request the activity be performed by the section tasked with managing and/ or performing the activity. DelDOT maintains a list of memos and forms for requesting existing site investigation activities on its Design Resource Center website.

17 Del. C. § 132(c)(13) of the Delaware code allows DelDOT to leave the limits of its right-of-way and enter on to private property to conduct surveys, repairs, reconstruction, and operation of publicly financed improvements. However, it is noted that DelDOT will need to obtain a permit prior to entering railroad right-of-way. Additional information on this topic is included in Section 5.6.7.3 [NEEDS LINK]. It is DelDOT’s practice to notify all potentially affected property owners prior to leaving the right-of-way to conduct all existing site investigations, regardless of whether the investigation is conducted by DelDOT or consultant or contractor staff acting on behalf of DelDOT. DelDOT utilizes different procedures to notify potentially affected property owners depending on when the site investigation occurs relative to when the Public Involvement Initial Outreach letter described in Section 3.2.1.4 is sent. In cases where the site investigation occurs soon after the project’s Public Involvement Initial Outreach letter is sent, the Public Involvement Initial Outreach letter may serve as the property owner notification. If a significant amount of time, as determined by the Project Manager, has passed since the Public Involvement Initial Outreach letter was sent, the design team must send a Right to Trespass Site Investigation Letter to all potentially affected property owners prior to the site investigation commencing. Additionally, all staff conducting the site investigation regardless of the format of the letter sent to the residents, must carry the Right to Trespass Site Investigation Letter with them during all field activities.

3.7.1 GIS Datasets

GIS datasets are a powerful desktop research tool which have become widely prevalent in recent years; accordingly, the project team will have access to many GIS datasets during the course of the project development process. GIS datasets are typically free to use, and their data may need to be field verified during the project scoping phase; therefore, their use is typically most beneficial during the early project development phases. This subsection highlights the GIS datasets that are considered the most valuable to the project team for existing site investigation.

3.7.1.1 DelDOT Gateway

Department Resources
DelDOT Gateway

DelDOT’s Division of Planning maintains a web-based mapping application entitled DelDOT Gateway which is hosted on the ArcGIS Online cloud platform and available through the DelDOT intranet. The Gateway application consumes both DelDOT mapping services and other services originating from federal, state, and local governmental entities. As a result, DelDOT’s Gateway application includes a large amount of information that can be used throughout the project development process. DelDOT’s Gateway application is available online, for employees signed into the DelDOT intranet.

3.7.1.2 NPDES Viewer

Department Resources
DelDOT NPDES Viewer

DelDOT’s Division of Maintenance and Operations maintains an extensive GIS dataset entitled DelDOT NPDES Viewer which details various drainage and stormwater management facilities in the State. In addition to the GIS dataset, DelDOT also maintains a user guide, a troubleshooting guide, and detailed login instructions for the program.

3.7.1.3 DNREC Stormwater Assessment Study GIS

The Delaware Department of Natural Resources and Environmental Control (DNREC) maintains a GIS dataset entitled Stormwater Assessment Study GIS. This GIS dataset includes existing site information related to stormwater management feasibility and is therefore, a very valuable tool when performing stormwater management designs which are discussed in more detail in Section 4.8 [NEEDS LINK].

3.7.1.4 Watershed Resources Registry (WRR)

Department Resources
Watershed Resources Registry

The Watershed Resources Registry (WRR) is a state-specific, preservation and restoration model displayed on an interactive online mapping tool that also features a large number of high-quality datasets for regulatory and other environmental planning goals. This GIS dataset includes existing mapped wetland information as well as potential restoration and preservation sites which are ranked on a scale of one to five stars, making it a very valuable tool when assessing potential wetland impacts and mitigation sites early in the project development process.

3.7.1.5 Flood Planning Tool

DNREC maintains a flood planning tool that can be used for preliminary hydraulic analysis. The GIS dataset is provided at the following link: https://floodplanning.dnrec.delaware.gov/.

3.7.1.6 DNREC Protected Natural Resources

DNREC provides a dataset which summarizes information on various natural protected resources within the State. The GIS dataset is provided at the following link: https://www.arcgis.com/apps/mapviewer/index.html?url=https://enterprise.firstmaptest.delaware.gov/arcgis/rest/services/Environmental/DE_Protected_Natural_Resources/MapServer&source=sd.

3.7.2 Topographic Field Survey

Department Resources
Survey and GPS Control Request Form

Topographic field survey data serves as the foundational information in which all proposed project elements are designed from and existing rights-of-way determined. Accordingly, setting a project’s survey limits, survey density, and survey control is of extreme importance and usually performed during the project initiation phase. Collecting the topographic field survey data during the project initiation phase allows the project team to concurrently scope the project and develop alternatives while the survey data is being collected and processed. Topographic field surveys can either be performed under a design project’s professional service agreement or can be performed by DelDOT’s in-house Survey section. In general, designs performed by in-house DelDOT staff are surveyed by DelDOT’s Survey section while designs performed by an external Engineer of Record are performed by that entity under the design project’s professional services agreement. All geodetic control established is to be set by DelDOT regardless of the entity conducting the topographic field survey. Survey and/ or geodetic control can be requested from DelDOT’s Survey section through use of the Survey and GPS Control Request Form. The design team should assess the location for potential hazmat and communicate their findings with the survey request submittal so that proper precautions can be taken. Additional information on the resources available to conduct this assessment is included in Section 5.9 [NEEDS LINK]. The design team may also request the collection of aerial imagery as part of the topographic field survey. The collected aerial imagery can be beneficial in the development of project displays or other visualizations that can be presented to the public.

3.7.2.1 Survey Standards

Department Resources
Carlson Data Collector Feature Code List
Survey Guidebook

Field surveys performed by DelDOT or by entities working on behalf of DelDOT are to follow the surveying standards established by this subsection unless approved otherwise by the DelDOT Project Manager in writing. All survey data is to be collected with Carlson data collectors and processed and delivered on a DelDOT supported CADD software program. DelDOT’s supported CADD software programs are described in more detail in Section 6.4 [NEEDS LINK]. DelDOT’s Carlson Data Collector Feature Code List is available for download and additional data collector Feature Code Lists are available upon request from DelDOT. All field work is to be performed in accordance with DelDOT’s Survey Guidebook.

DelDOT utilizes the survey classifications and accuracy standards that have been established by the Federal Geodetic Control Subcommittee (FGDS), with modifications as documented in Table 3.7.2.1a and Table 3.7.2.1b.

Table 3.7.2.1a – Terrain Data Surveys and Construction Stakeout Surveys Standards

Terrain Data Surveys and Construction Stakeout Surveys
Element	Requirement
Linear / Proportional Horizontal Accuracy	C3 Order, 1:10,000
Linear / Proportional Vertical Accuracy	Maximum Misclosure e = 0.05 ft. √D where e = hundredths of a foot and D = distance in miles
Surveying Method:	Total Station Positioning System, radial side shots from Secondary Project Control. All data is captured in observational mode.
Required Datum Systems:	Horizontal = NAD83; Vertical = NAVD88; GPS = Model 12B Geoid or most current model.

Table 3.7.2.1b –Right-of-Way Mapping Standards

Right-of-Way Mapping
Element	Requirement
Linear / Proportional Horizontal Accuracy	C3 Order, 1:10,000
Linear / Proportional Vertical Accuracy	N/A
Surveying Method:	Total Station Positioning System, radial side shots from Secondary Project Control. All data is captured in observational mode.
Required Datum Systems:	Horizontal = NAD83; Vertical = NAVD88; GPS = Model 12B Geoid or most current model.

DelDOT requires that the following deliverables be provided for every survey file submission:

• DGN fieldbook and terrain file – This file contains the final adjusted survey data for the project. The terrain is auto generated from the data stored within the fieldbook. The data contained in this file is stored in an observational mode format. If translation is required to create this file, then all supporting files need to be included to show that original survey data was collected in an observational mode. The DelDOT Project Manager may request the unadjusted RAW data file when determined necessary by the DelDOT Project Manager.
• DGN graphics file – This file contains the graphics that are exported from the final adjusted survey DGN file. This file is to be provided in a 3D format.

3.7.2.2 Other Surveying Methods

Department Resources
Policy Implement T-06: Unmanned Aircraft Operational Policy

Surveying methods outside of those specified in Section 3.7.2.1 may be appropriate existing site investigation practices for certain applications. These other survey methods include, but are not limited to, the use of stationary scanners, GPS rovers, mobile scanners, lidar, or other aerial surveying methods. Use of these other surveying methods may be conducted by DelDOT or by entities working on behalf of DelDOT when approved by the DelDOT Project Manager in writing. Additionally, these other surveying methods may need to be supplemented by conventional methods to obtain the field information required. Considerations to employing these alternative survey methods include, but are not limited to, the following:

• High traffic volumes or complicated traffic patterns making data collection difficult or hazardous,
• Desired level of information accuracy which may vary based on the application,
• Existing site size and terrain,
• Locations where increased point density is desired,
• Difficulty associated with reaching certain areas via conventional methods, and
• Non-planar or structural condition surveys.

The use of unmanned aircraft vehicles (UAVs) to perform surveying activities has become increasingly common. DelDOT’s current policy is to use UAVs to collect site photogrammetry for surveys performed by DelDOT’s in-house Survey section. The photogrammetry collected will produce aerial imagery and a site topography that should only be used for reference due to its limited accuracy compared to the other conventional surveying methods. All personnel contracted to fly UAVs for DelDOT will be responsible for their own aircraft procurement, insurance, maintenance, training, and pilot certification. All DelDOT personnel are subject to DelDOT Policy Implement T-06 entitled Unmanned Aircraft Operational Policy which establishes the procedures necessary to obtain approval to fly UAV missions for DelDOT. It is essential that UAVs operated by and for DelDOT be operated in a safe manner and adhere to all relevant Federal Aviation Administration (FAA) and DelDOT regulations, policies, and operational procedures including following these specific requirements:

• All UAV flights must utilize a “2-person rule” as the minimum at all times. The minimum “2-person rule” will consist of a remote Pilot in Command (PIC) and a Visual Observer. The Visual Observer is designated by the PIC to assist the PIC to see and avoid other air traffic or objects aloft or on the ground.
• All UAS (Unmanned Aircraft System) missions flying on a DelDOT project require a pre-flight plan to be filed with the Delaware Traffic Management Center (TMC) in advance of the mission. All UAV flight operations will call the TMC and provide a start time (10-8), with standard information conveyed such as crew members, location, purpose, anticipated end time, and actual end time (10-7).
• All UAV flights will be logged into a database immediately after the flight or at the end of the day for multiple flights in one day. Copies of the logged flights will be sent to the DelDOT UAS Program Manager by the 3rd day of the month to allow the DelDOT UAS Program Manager to upload the required monthly data into the FAA website.

3.7.2.3 Pedestrian Connection Survey Considerations

Reconstruction of pedestrian connections to meet the accessibility standards on projects whose scopes would not traditionally require a topographic survey to be performed is a fairly common occurrence. Whether a survey is required to design and construct a compliant pedestrian connection should be carefully considered by the design team during the project initiation phase. Projects whose scope requires a full topographic survey of the entire work limits and not just that of the improvement’s proposed pedestrian connections should follow the standards detailed in Section 3.7.2.1. On linear projects, where a topographic survey of only the proposed pedestrian connection locations have been determined necessary, first consideration should be made to setting geodetic control and running a traverse and bench loop that encompasses the entire project area. When setting geodetic control and running a traverse and bench loop that encompasses the entire project area is infeasible, assumed coordinates may be used after discussion and written approval from the DelDOT Project Manager. When assumed coordinates are used, the contract must clearly state each location that used assumed coordinates. The assumed coordinate control points must be easily re-creatable and clearly described in the contract by providing a traverse point diagram with a minimum of three associated tie points. If a location is using assumed coordinates and it is determined that additional right-of-way will need to be acquired, it cannot be acquired using the assumed coordinates. 6 Del C. § 5501 of the Delaware Code requires that all property information be recorded using NAD 83.

3.7.2.4 Bridge Design Survey Considerations

Department Resources
Bridge Design Manual
Survey and GPS Control Request Form

Coordination between the design team and DelDOT’s Survey section is encouraged when topographic surveys are requested for in-house Bridge Design projects. The coordination could include, but not be limited to, the following elements:

• A discussion of the need and feasibility to survey the entire flood plain, and other considerations, for the hydraulic analysis. Section 104.1 of the DelDOT Bridge Design Manual includes additional information regarding the extent of topographic surveys for purposes of hydraulic analysis.
• A discussion of the locations and frequency of survey shots for railroad rails and roadways underneath bridges.
• A discussion on the provided Survey and GPS Control Request Form, particularly the required information under the ‘For Bridge Requests Only’ section.
• A discussion of the extent and detail to which the structural elements will be surveyed.
• Analyzing the requested survey area via in-person site visit and/or electronic means to establish the feasibility of certain shots due to existing topography and ground cover conditions.

3.7.3 Traffic Data and Functional Classification Designation

Department Resources
Traffic Data/ Functional Classification Request Form

Typically, existing and proposed future year traffic data is needed to quantify existing transportation challenges, the severity to which they may increase by the design year, and whether the proposed alternative(s) can address the transportation need. Identifying actively growing or changing land use areas is a key component in this process as land use changes can significantly impact future traffic volumes. As such, this information is typically requested during the project initiation phase. It is needed by the design team to set the roadway’s design control and design criteria which are discussed in more detail in Section 4.1 [NEEDS LINK]. Additional information on design year selection is included in Section 2.4 of DelDOT’s Road Design Manual.

Depending on the breadth and scope of the project, as well as its geographic location, this request may require the use of DelDOT’s regional travel demand model. Regional travel demand models are used to predict how people will change their travel behavior based on various changing factors, including living arrangements, working options, route choices, transportation modes, and characteristics of the individual making the trip. The model mechanics can be viewed in terms of supply and demand. If the demand (population or employment) changes, the model uses a series of mathematical processes to estimate how the supply (transportation system) responds. It is used in the reverse manner as well, i.e., how does changing the number of lanes on a road (supply) impact where people live, work and/or how they travel (demand) between locations. DelDOT’s regional travel demand model, the DELMARVA Peninsula Model, uses local demographic data, both actively and passively collected surveyed travel behavior, and the state’s transportation system characteristics for vehicles, transit, and pedestrians to create both the baseline existing year model and the future year scenarios.

A roadway’s existing and proposed traffic data and functional classification designation information can be requested from DelDOT’s Division of Planning through use of the Traffic Data/ Functional Classification Request Form. Depending on the request complexity, the forecast will be provided within 10 business days, or a scoping/clarification meeting will be scheduled within 10 business days. Please be sure to use this form as it often provides all the information needed to determine the existing and future traffic needs using a streamlined process. Additionally, many Project Development sections within DelDOT will place the information obtained from the Division of Planning directly onto the contract plan’s title sheet for archival purposes.

3.7.4 Property Rights Research

Department Resources
Initial Project Research Request Memo
Sample Title Search
Right-of-Way Engineering Manual

DelDOT’s existing rights-of-way will need to be investigated during the project development process to ascertain whether the State owns sufficient property rights or if additional property rights will need to be acquired to construct a proposed improvement. The existing property rights research can either be performed under a design project’s professional service agreement or can be performed by DelDOT’s in-house Team Support section. In general, designs performed by in-house DelDOT staff are researched by DelDOT’s Team Support section while designs performed by an external Engineer of Record are researched by that entity under the design project’s professional services agreement.

The existing property rights research is typically requested during the project initiation phase once the limits and extent of the research required has been initially scoped by the project team. Existing property rights information can be requested through use of DelDOT’s Initial Project Research Request Memo. The Right-of-Way coordination and mosaic establishment process are more thoroughly discussed in Section 5.5 [NEEDS LINK].

Title searches are the most comprehensive property rights research that can be requested by the design team. Title searches consist of an examination of public records to determine and confirm a property’s legal ownership. A sample title search is provided for user reference. DelDOT’s Right-of-Way Engineering Manual establishes DelDOT’s practice for performing 60-year title searches, meaning that title searches performed will examine the last 60-years of public records to determine a property’s current legal ownership. It should be noted that some source deeds or easements may predate the 60-year period and will therefore, not be captured in the completed title search. Title searches requested through the Initial Project Research Request Memo are conducted through professional services managed by DelDOT’s Right-of-Way section. Accordingly, when title searches are requested, a project must have money available to fund the title search.

3.7.5 Crash Data

Department Resources
Crash Data Portal

Crash data should be investigated as early in the project development process as possible so crash patterns can be identified and possible countermeasures developed. Limited crash data is available through DelDOT’s Gateway GIS dataset with additional information being available through a request process described within this subsection. Crash data is typically reviewed during the project initiation phase but can be requested at any time during the project development process. Historic crash data can be used to identify existing transportation deficiencies including high crash locations, patterns in crashes that may indicate specific problematic movements, and particular types of crashes that should be targeted for countermeasures. The level of crash data documentation required for a project will vary with the project’s size and scope. Project’s requiring extensive documentation typically document the data on an aerial map with different symbology for the different crash types.

Access to the majority of crash data is restricted to authorized users in accordance with 21 Del. C. § 313. All professionals that wish to view individual crash reports are required to contact the Traffic Safety Engineering section for more information and official security clearance procedures, if applicable, prior to submitting a request. Once authorized, professionals must submit crash data requests through the Crash Data Portal. Typically, crash data is requested for the past 3-years; however, crash data exceeding the past 3-years can be requested at the discretion of the Project Manager, but these requests will require that additional justification be provided with the request.

The design team can also request Highway Safety Improvement Program (HSIP) reports from the Traffic Safety Engineering section. The HSIP reports are compiled for each road in the State and contain information that can be valuable to assist the design team while evaluating the project area.

3.7.6 Utility Designation

Department Resources
Utility Designation Request Form

Utility designation is a valuable existing site investigation tool that is used to identify potential utility conflicts. Utility designation is commonly defined as the process of using a geophysical method or methods to interpret the presence of a subsurface utility and to mark its approximate horizontal position (its designation) on the ground surface. Project’s whose scopes will require work which has the potential to impact existing utility features may benefit from the performance of a utility designation. Performing a utility designation as early as feasible in the project development process allows for additional information to be conveyed through DelDOT deliverables and provides more time for stakeholders to identify and mitigate a project’s potential utility impacts. The design team should discuss a project’s potential utility designation and the agreement to perform the utility designation under with the project’s DelDOT Utility Coordinator when the design team considers designation appropriate. Utility designation is requested through use of DelDOT’s Utility Designation Request Form. All utility designation performed on DelDOT projects are to be in accordance with ASCE 38-22. The utility coordination process is more thoroughly discussed in Section 5.4 [NEEDS LINK].

3.7.7 Pavement Corings

DelDOT’s Materials and Research section is tasked with overseeing all DelDOT pavement coring operations. Pavement coring investigations are used to confirm the existing roadway section and condition and is often required to provide a design pavement structure recommendation. Archived plans should not be solely relied upon for this purpose, as archived plans can be inaccurate and will not provide a true representation of the condition of the existing pavement.

It is important to assess what information is desired from the coring investigation prior to requesting the pavement cores as it will affect the extent of the investigation. Pavement cores can be requested to evaluate the existing pavement for:

• Excavation/removal quantity estimates,
• Suitability of the pavement to be repurposed as a different type of use (e.g. suitability of shoulders to be used for travel lanes either temporarily or permanently),
• Condition of underlying layers,
• Strength and condition of existing pavement,
• Depth of layers for tie-in purposes, and
• Determining suitability for pavement rehabilitation.

Pavement cores should be requested as soon as possible in the project development process by emailing the request to DOT_Pavementcores@delaware.gov. The design team should include the following information with their request:

• A current map showing the locations that are to be investigated. If there are critical areas of interest, the design team should designate those specific areas. Otherwise, the start and end limits and purpose of the investigation are sufficient for the request.
• Roadway owner information if the roadway is not owned by DelDOT so that coordination can be performed ahead of the coring operation. Additional information and considerations associated with other public traveled way owners are provided in Section 5.2 [NEEDS LINK].
• Identification of any known hazmat locations and materials within the request area. Additional information on the resources available to conduct this assessment is included in Section 5.9 [NEEDS LINK].

The Materials and Research section and the design team will work together to determine the best course of action and layout of pavement cores for the investigation. Pavement coring investigations are weather dependent, so time should be allotted to account for weather delays. The typical turnaround for the requested pavement cores is 30 days, however freezing temperatures, precipitation, and other natural events increase the response time.

3.7.8 Traffic Counts

The traffic data provided to the design team as described in Section 3.7.3 may need to be supplemented with traffic count data depending on a project’s needs. Traffic count information may be needed for, but not limited to, calculating LOS, determining queue lengths, or for air quality and noise analysis purposes. However, traffic counts may already be available at the interested location. DelDOT’s Division of Planning and Traffic Engineering section can be contacted to research the availability of historical traffic data. If new traffic data is required, the data collection process can be performed by DelDOT’s Traffic Engineering section for in-house design projects or can be performed under a design project’s professional service agreement. Once the traffic data is collected, the results are to be provided by the design team to DelDOT’s Statewide & Regional Planning (S&RP) section in the Division of Planning for inclusion to the DelDOT Extranet.

3.7.9 Pipe Video Inspection

Department Resources
Pipe Flushing Request Memo
Pipe Video Inspection Request Memo
Pipe Inspection and Remediation Guide

Existing pipes that are to become part of the final drainage network can be investigated during the design phase to determine their condition and their suitability for use in the final drainage network. Pipe video inspections can either be performed by DelDOT’s Materials and Research section or can be performed under a design project’s professional services agreement. The design team should assess the sediment accumulation in the pipes to be inspected to determine if pipe flushing is required to obtain an unobstructed view of the pipe. Pipe flushing consists of jetting water through a conduit to remove sedimentation and other obstructions which could block the pipe video rover’s travel or view within the existing conduit. DelDOT’s pipe video inspection group does not have the ability to perform pipe flushing. Therefore, all required pipe flushing must be performed prior to mobilization of the DelDOT pipe video inspection group. Pipe flushing can be requested from the appropriate Division of Maintenance and Operations district through use of DelDOT’s Pipe Flushing Request Memo. Pipe video can be requested from the Materials and Research section through use of DelDOT’s Pipe Video Inspection Request Memo.

In all cases, proper communication and coordination is key to the performance of a successful design phase pipe video inspection. The information that is desired to be obtained as part of the design phase pipe video inspection should be clearly communicated to the pipe video inspection crew. DelDOT’s Pipe Inspection and Remediation Guide should be utilized as a resource for these design phase investigations; however, these design phase investigations are not required to be measured to the same level of accuracy or precision as post installation inspections as the passage of time will have allowed more physical and qualitative evidence indicative of pipe defects to present themselves. Pipe video crews must be aware of and account for the potential hazards associated with pipe video inspection which includes working in confined spaces as well as potential hazmat within the pipe conduit.

The results of this design phase inspection should be documented and compared to any construction phase inspections to evaluate any damage that may have occurred during the construction phase. Design phase investigation and documentation are valuable tools when disputes regarding contractor damage to the existing pipe network arise during construction.

3.7.10 Soil Borings

Department Resources
Bridge Design Manual

Soil borings provide information about the properties and condition of the existing soil strata, which is critical in the design of many structures. DelDOT’s Materials and Research section maintains expertise in the field of subsurface soil exploration and possesses on-call soil boring contractor agreements. The design team should coordinate with the Materials and Research section during the project development process to determine the necessity and locations for soil borings on a project. Soil borings are typically required in the following applications:

• Bridge construction,
• Foundations for structures such as overhead and cantilever signs,
• Large new road construction and road reconstruction,
• Road construction projects where there are known issues such as settlement of the roadway,
• Infiltration testing for stormwater management facilities, and
• Traffic signal foundations.

Soil borings may also be used for pavement design in certain applications in accordance with the criteria in Section 4.13 [NEEDS LINK].

There are numerous procedures and techniques available for obtaining in-situ soil information and in-situ soil samples. The procedures that are performed to obtain the desired information are dependent upon the extent of the soil investigation required. The Materials and Research section will work with the design team to determine what testing is required to obtain the information needed at the project level. Collection of soil borings may require federal or state permits. When permits are required, the design team is to contact the Environmental Stewardship Office to coordinate the permit application and approval process. Prior to mobilization, the locations that are to be investigated should be assessed for any potential hazmat so that proper precautions can be taken. Additional information on the resources available to conduct this assessment is included in Section 5.9 [NEEDS LINK].

Soil borings can either be performed through DelDOT’s on-call drilling agreements or other professional service agreements. When soil samples are tested, the samples shall be designated using the AASHTO classification of soil and soil aggregate mixtures. If the test results are performed by an entity outside of DelDOT, the soil test results shall be provided to the DelDOT Materials and Research section so that it can be included into the Department’s dataset. Additional information on DelDOT soil boring field practices and deliverables is included in Section 105.4.1 of the DelDOT Bridge Design Manual.

3.7.10.1 Borings Performed Through On-Call Drilling Agreements

Department Resources
Boring Request Form
Boring Completion Time Estimator

When requesting soil borings from the Materials and Research section through use of DelDOT’s on-call drilling agreements, the design team should provide the following:

• Preliminary surveys,
• Survey plans with the location of the investigation including road names,
• Verification of existing right-of-way,
• A right to enter templated letter if trespass is needed,
• Purpose of the investigation, and
• The Boring Request Form.

DelDOT maintains a Boring Completion Time Estimator which the design team can use to create informed project schedules. The time required to complete the requested borings will vary based on the amount and complexity of the drilling, the extent of the analysis, weather delays, traffic control requirements, and other location specific conditions. The design team should work with the DelDOT Geotechnical Engineer to ascertain an accurate completion time estimate and to communicate any project specific needs as early as possible in the project development process.

3.7.10.2 Borings Performed Under Other Professional Service Agreements

The Materials and Research section should be utilized as a resource when soil borings are to be performed under a design project’s professional service agreements other than DelDOT’s on-call drilling services agreement. Coordination with the Materials and Research section will ensure the proposed geotechnical exploration is commensurate with the project’s scope, follows DelDOT’s standard practices, and that sufficient information will be obtained. The minimum information that should be provided to the Materials and Research section prior to the approval of the driller’s scope of work includes the completed standard boring request form and associated location map showing the location of the proposed borings.

The driller will be required to obtain all necessary environmental, boring, well, and other project specific permits prior to drilling. Additionally, the driller will need to coordinate all required maintenance of traffic, receive Miss Utility clearance, and coordinate any other project specific needs. All soil tests must be performed by an AASHTO accredited testing facility.

Once the drilling work commences, the DelDOT Project Manager or their designee should provide updates on the drilling schedule and testing schedule to the DelDOT Geotechnical Engineer and DelDOT Soils and Aggregate Laboratory Manager, respectively. The completed field logs and any other associated reports are to be submitted to the Materials and Research section upon task completion.

3.7.11 Structure Condition Investigations

Department Resources
Bridge Design Manual

Depending upon the proposed scope of a project, it may be beneficial to request existing structure condition reports from the Bridge Maintenance section and conduct additional structure condition surveys as part of the existing site investigation. Section 109 of DelDOT’s Bridge Design Manual contains comprehensive information on the design level inspections and material testing that can be conducted to assess an existing structure’s condition.

Elements of Design

Department Resources
Policy Implement O-06: Complete Streets Policy
Complete Streets Design Guide
Policy Implement D-07: Context Sensitive Design Policy
Engineer of Record Responsibilities
Policy Implement D-04: Engineering Plan Approval Policy
Policy Implement T-07: Safe System Approach

The project development process requires the design team to evaluate an extensive list of interrelated elements, with often competing criteria, to ensure compliance with the guidance provided within this manual and its references. A seemingly minor change can trigger a cascade of effects on other elements based on their inherent interconnection. Consequently, a project’s design must be treated as an iterative process to achieve a suitable balance while meeting all applicable requirements and obligations. This manual is not intended as a design standard or as a guidance manual; instead, this chapter has been written to summarize DelDOT’s practices and policies that will need to be considered and followed by the design team throughout the project development process.

Several overarching concepts outlined within this section should be kept in mind throughout the design process. Those concepts are as follows:

• Complete streets – DelDOT strives to maintain a comprehensive, integrated, and connected transportation network that is safe and efficient for all modes of transportation. This allows users to choose among different transportation modes, both motorized and non-motorized. DelDOT’s complete streets process was first formalized in April 2009 with Executive Order 6, which called for a statewide complete streets policy. On January 6, 2010, the DelDOT Complete Streets Policy became effective. DelDOT’s complete streets policy is contained in DelDOT Policy Implement O-06 entitled Complete Streets Policy. The policy implement describes a project’s applicability to the complete streets policy in accordance with its scope:
• All projects in the State right-of-way that are considered road reconstruction, widens the pavement width, or allows for the inclusion of facilities for all users, are to consider all transportation modes and accommodate accordingly. The facility type is to be based on the project location and the needs of the community.
• System maintenance projects are intended to keep what the State already owns in a good state of repair and are usually preservation or pavement rehabilitation projects which require limited design and no right-of-way acquisition. While it is not the specific intent of these projects to expand existing facilities, opportunities to provide and improve safety for other modes are to be explored during the project development stage.

  DelDOT also maintains a Complete Streets Design Guide which focuses on implementing complete street concepts during the project-level planning and conceptual design phase. The intent of this guide is that complete street design considerations are evaluated at the beginning of a project when they can be most readily implemented into a project’s scope.

• Future maintenance – Improvements incorporated into the transportation network will require performance of maintenance throughout the service life of the facility. Accordingly, the design team should consider future facility maintenance demands during the design phase. These considerations include prescribing materials appropriate for the intended facility service life and site access.
• Context sensitive design – DelDOT has adopted a context sensitive design policy as a method of incorporating community desires and unique site opportunities into transportation projects. DelDOT’s Context Sensitive Design policy is detailed in Policy Implement D-07 entitled Context Sensitive Design Policy. Context sensitive design is a proactive approach to planning and designing improvements to the transportation system that considers each project within the context of its site, while gathering and including information and ideas from the public throughout the planning and design process. Context sensitive design involves a collaborative, interdisciplinary approach in which citizens are part of the project team. It simultaneously advances the objectives of safety, mobility, enhancement of the natural environment, and preservation of community values.
• Engineer of Record Responsibilities – Title 24, Professions and Occupations and Title 29, State Government of the Delaware Code require the dating, signing, and sealing of various project development related deliverables. The individual who signs and/or seals the work product must be professionally licensed in the State of Delaware and is designated as the Engineer of Record. The Engineer of Record is expected to comply with all applicable engineering standards, guidelines, policies, regulations, and laws for their project. The responsibilities and obligations of the Engineer of Record are more fully described in 24 Del. C. Chap. 28. Typical Engineer of Record responsibilities on DelDOT projects are established in DelDOT’s Engineer of Record Responsibilities Memo. DelDOT’s dating, signing, and sealing policies for various deliverables are described throughout this manual and are further defined in Policy Implement D-04 entitled Engineering Plan Approval Policy. The design team must be cognizant of their responsibilities and potential liability under the Delaware Code throughout the design process.
• Safe System Approach – DelDOT takes a proactive approach to addressing the contributing factors and crash types that lead to fatal and serious crashes. Accordingly, DelDOT has adopted the Safe System Approach through Policy Implement T-07 to address and mitigate the risks inherent in the transportation network. The Safe System Approach to road safety is holistic and based on five elements: safe road users, safe vehicles, safe speeds, safe roads, and post-crash care. The Safe System Approach applies the following principles: death and serious Injuries are unacceptable, humans make mistakes, humans are vulnerable, responsibility is shared, safety is proactive, and redundancy is crucial. The Safe System Approach also establishes a Roadway Design Hierarchy to help characterize engineering and infrastructure-based countermeasures and strategies relative to their alignment with the Safe System Approach. The four tiers include: remove severe conflicts, reduce vehicle speeds, manage conflicts in time, and increase attentiveness and awareness. The Safe System Approach emphasizes the use of multiple layers of protection to both prevent crashes and to reduce harm caused to those involved when crashes occur. Additional information on the approach is included in Policy Implement T-07 entitled Safe System Approach as well as on the United States Department of Transportation’s website.

Municipalities in Delaware may have requirements that could affect the project development process. When a project is within municipal limits, the design team should proactively coordinate with municipal officials to ensure project compliance and to prevent costly delays. Additional information on this topic is provided in Section 5.2 [NEEDS LINK].

4.1 Design Standards

The design team is tasked with making numerous decisions as to the geometrics and physical characteristics of roadways that balance a mix of factors such as cost and safety as part of the design process. Balancing the mix of factors will require use of discretionary judgement throughout the design process that is oftentimes referred to as engineering judgement. Without some basic framework of design standards, the judgments of individual designers may vary considerably. The purpose of design standards is to assure that roadway improvements are consistently designed with due consideration of the design controls established in Section 4.1.1.

23 CFR 625 establishes the design standards that are acceptable to the Federal Highway Administration (FHWA) for application in geometric and structural design. The CFR incorporates AASHTO policy documents by reference and establishes flexibility for states to develop their own design standards for projects that are not on the National Highway System (NHS) and for resurfacing, restoration, and rehabilitation (3R) type projects. This allowance recognizes that there are many different project types and that design standards appropriate for new construction or major reconstruction may be impractical both economically and in level of disruption to the existing community for smaller-scale projects.

The design standards within the AASHTO policy documents have generally evolved from extensive highway agency field-testing, research, mathematical modeling, and studies over many years of application and experience. The findings and conclusions within the AASHTO policy documents are intended to serve as guides for designers with many criteria being presented as a range of acceptable values. Accordingly, the design standards are flexible in that agencies must adopt those that are proven to work best for the area(s) over which they have jurisdiction.

Providing flexibility in the application of design standards based on project type and setting is an example of context sensitive design being incorporated into the project development process. Selecting design standards that are context sensitive and that preserves scenic, aesthetic, historic, and environmental resources, while maintaining safety and mobility for all users is an important part of the design process. Elements that influence the selection of design standards include topography, geographical location, physical geology, predominant weather conditions, population growth, traffic volumes, predominant types of vehicles, past operational experiences, state and local transportation goals, and community interests.

The flexibility to select project specific design standards does not compromise the national goal of maintaining a standard design. The concept of a standard design is reached through the consistent application of design principles. Drivers can reasonably expect transportation agencies to apply the same design principle when encountering similar conditions throughout the United States allowing the driver to be prepared and react in a consistent manner. For instance, all freeway ramps will have deceleration lanes and consistent signing. The flexibility provided within AASHTO and federal policies allow the design team to select design standards that will meet user expectations while considering a project’s intent and associated funding limitations.

DelDOT uses a process of first establishing design controls which is then used to select design criteria in recognition of the importance of context sensitive design solutions. This process also encourages transparent and well documented decision-making, which is important as there are many decisions made during the design process that affect the selection of design standards.

4.1.1 Design Controls

Department Resources
Design Control Checklist
Plan Submission Checklist

A fundamental concept in the project development process is that every project is unique and that there are no generic solutions. Each project requires a design team to evaluate and address the needed improvements while integrating the design into the surrounding social, natural, and manmade environment. Establishing a project’s design controls is the foundational first step that DelDOT uses to ensure the selection of context sensitive design standards.

DelDOT’s Design Control Checklist should be completed within the project development process in accordance with a project’s type as described in Section 4.1.3. The design controls selected help define a project’s unique characteristics or features that must be considered before establishing a project’s geometric and structural standards. The Design Control Checklist should be completed as early in the project development process as feasible due to the fundamental role it serves in conceptually shaping a project. DelDOT’s Plan Submission Checklist requires the Design Control Checklist be submitted at the Preliminary Plans milestone submittal.

A project’s design controls can be separated into those related to the project’s area and surrounding community and the facility users and system demand. Design control decisions should be revisited as more detailed information is obtained and periodically throughout the project development process for re-verification purposes.

4.1.1.1 Project Area and Surrounding Community Context

The context of a project’s physical setting and surrounding community environment is instrumental in establishing a project’s unique characteristics. Elements that are to be considered as part of the design control establishment process include the following:

• Community values and resources – Understanding a community’s values is key to ensuring that a project and its goals are in harmony with the environmental, social, scenic, aesthetic, historic, natural, or constructed resources of the area. This understanding is accomplished by gathering information from the public throughout the project development process.
• Functional classification – Functional classifications are assigned to roadways based on the type of trips, mix of traffic, accessibility to the facility, and the overall role of the facility in the total transportation system. The functional classification provides key insight into a roadway’s intended function in the transportation network. Functional classifications range from interstates, which were specifically designed for long-distance travel, to local streets which are not intended for long-distance travel except for origin or destination ends of the trip. A roadway’s functional classification is available through DelDOT’s Gateway GIS dataset which is discussed in additional detail in Section 3.7.1.1.
• Terrain within project area – A project’s topographic characteristics are influential in setting a user’s expectations for the alignment of roads and streets and helps define the overall context of the project site.
• Access control – Evaluating a project’s level of access control provides contextual information as to how the existing facility functions. A facility’s level of access control is closely related to its functional classification.

4.1.1.2 Traffic Context

Existing and future traffic characteristics are key elements for assessing a project’s context within the transportation network. The design team should identify the different modal users which the design will need to accommodate and their volume and associated characteristics. The Division of Planning will provide existing and future traffic data in accordance with Section 3.7.3. Volume and traffic data are expressed in several different ways:

• Annual Average Daily Traffic (AADT). The total yearly volume divided by the number of days in the year.
• Average Daily Traffic (ADT). The total volume during a given time period in whole days greater than one day and less than one-year divided by the number of days in that time period.
• Peak-Hour Traffic (PHT). The traffic volume during an interval shorter than a day, usually one hour, that reflects the frequently repeated rush-hour periods. On some roads, such as those serving the beach areas, traffic is significantly heavier in one season. For these roads, the design should take into consideration the ADT for the peak months.
• Design Hourly Volume (DHV). The peak hourly volume expected in the 30th highest hour during the chosen design year. This helps give a better picture of unusual seasonal fluctuations or other conditions that may cause capacity problems.
• Directional Distribution (D). A measure of the highest traffic volume in one direction during peak hours, expressed as a percentage of the DHV. This is principally important in areas with relatively high traffic volumes where system capacity is being approached.
• % Trucks. Vehicle composition should also be assessed, as vehicles of different sizes and weights have different operating characteristics, which must be considered in roadway design. Besides being heavier, large trucks generally are slower and occupy more space than passenger cars. The overall effect of one truck on traffic operations is often equivalent to several passenger cars. The volume of trucks is also a key component of the pavement design.

Existing and proposed traffic characteristics and site conditions can be used to determine an existing or proposed level-of-service (LOS) to ensure that the facility is appropriate for the characteristics of the traffic and will meet the facility user’s expectations.

4.1.2 Design Criteria

Department Resources
Design Criteria Form
Plan Submission Checklist
Road Design Manual

A project’s design criteria can be determined once the design controls are established. The Design Criteria Form is to be completed based on the project type requirements described in Section 4.1.3. A project’s Design Criteria Form is used to ensure that the geometric and structural standards have been selected consistent with DelDOT’s design policies. DelDOT’s Plan Submission Checklist requires the Design Criteria Form be submitted at the Preliminary Plans milestone submittal.

Many design decisions and the majority of a project’s design criteria are established based on a project’s selected design speed. Geometric requirements are generally less stringent with lower speeds, in difficult terrain, and in urban areas. Guidance on selecting a project’s design speed is contained within the DelDOT Road Design Manual.

A project’s variance from the selected design criteria does not always necessitate the need for the creation of a formal design exception in accordance with Section 4.1.4; however, it is a best practice to document deviations from the selected design criteria in the project file for any known project divergence from the selected design criteria. The level of documentation required is generally commensurate with the project’s type and associated scope. Supporting information could include analysis of crash records, existing roadway characteristics, required and proposed design criteria, cost analysis, compatibility of adjacent roadway sections or intersections, and proposed measures to mitigate deviations from design criteria.

As with a project’s design control decisions, a project’s design criteria decisions should be revisited as more detailed information is obtained and periodically throughout the project development process for re-verification purposes.

4.1.3 Application of Standards by Project Type

Table 4.1.3 – Required Design Documentation
Project Type	Design Control Checklist	Design Criteria Form	Design Exception
New Construction	X	X	X
Reconstruction (4R)	X	X	X
Resurfacing, Restoration, and Rehabilitation (3R) (NHS)	X	X	X
Resurfacing, Restoration, and Rehabilitation (3R) (Non-NHS)	X	X
Preventive Maintenance (1R and 2R)	+
Miscellaneous Improvement	+
“X” signifies that the design level documentation is required “+” signifies that the design level documentation is recommended

DelDOT, as well as other transportation infrastructure owners, perform a variety of projects with varying scopes to enhance and maintain their infrastructure networks. Projects can range from the creation of large facilities on new alignments to minor activities like crack sealing existing roadways. Most projects performed by DelDOT do not involve new construction or major reconstruction activities that would readily allow for incorporation of significant changes to meet the design standards intended for new construction or reconstruction projects. Accordingly, DelDOT defines several project types to assist the design team in creating context sensitive solutions to the transportation deficiencies their projects address. Additionally, DelDOT’s defined project types establish a framework for justifying design decisions regarding project scope.

The project types defined in this section are based upon the requirements in 23 CFR 625 and guidance provided in current FHWA policy memorandums. Historically, project scopes have been classified in accordance with an ‘R’ system where a project’s scope increases with each additional R added to the project type. Under this methodology, a 4R reconstruction project would have a larger scope than a 2R Restoration and Resurfacing project. Though, not as widely used as previously, the naming convention is still prevalent in current regulation and policy documents.

Table 4.1.3 summarizes the documentation that is to be generated for the project types that DelDOT defines. Though not required on the lower-tier project types, all projects should generally include a review of the safety features within the project area.

4.1.3.1 New Construction

This project type consists of all new construction on a new alignment where no road is present for the majority of the project. An example of a new construction project is a bypass constructed to carry through traffic around a population center, construction of a new access route linking an existing highway with a new recreational facility, or a new grade separated facility. New construction projects should be built to achieve full design standards. Design exceptions for this project type should be rare; however, when required, design exceptions must be documented in accordance with the guidance in Section 4.1.4. It is noted that the Council on Transportation (COT) has final approval authority for all corridor route projects in connection with new road alignments in accordance with 29 Del. C. § 8409(b)(4).

4.1.3.2 Reconstruction (4R)

Department Resources
Design Criteria Form

Reconstruction (4R) projects are projects that utilize an existing roadway alignment or make only minor changes to an existing alignment but involve a change in the basic roadway type. Typical work includes improving operation by widening, horizontal and/or vertical realignment, addition of travel lanes, access improvement, and replacing bridges. While reconstruction (4R) projects typically follow an existing road corridor, it may deviate significantly in width and alignment from the present road to achieve full geometric standards requiring the acquisition of additional property rights. Retaining the existing alignment means that existing constraints in the current roadway environment will influence design decisions. These project types should meet all standards established in the Design Criteria Form; however, when required, design exceptions must be documented in accordance with the guidance in Section 4.1.4.

4.1.3.3 Resurfacing, Restoration, and Rehabilitation (3R)

Department Resources
Design Control Checklist
Design Criteria Form

This project type consists of resurfacing, restoration, and rehabilitation (3R) of an existing facility with the intention of preserving and extending service life and enhancing highway safety. Resurfacing, restoration, and rehabilitation (3R) projects include placement of additional surface material and/or other work necessary to return an existing roadway, including shoulders, bridges, the roadside, and appurtenances to a condition of structural or functional adequacy. This project type could include pavement improvements of the existing road, minor roadway widening, and typically includes minor drainage improvements within the scope of the project. Resurfacing, restoration, and rehabilitation (3R) projects should make isolated cost-effective improvements to the existing geometrics such as, flattening curves or improving sight distance, roadside shoulder improvements, and construction of select low-cost safety improvements at the site or system-wide level. Resurfacing, restoration, and rehabilitation (3R) projects are typically constructed within existing right-of-way, although some minor acquisitions may be necessary. Resurfacing, restoration, and rehabilitation (3R) projects do not change the basic roadway type by adding through lanes, passing lanes, or auxiliary lanes, although turn lanes and radius improvements at intersections may be involved.

The design team is to complete the Design Control Checklist and Design Criteria Form for these project types. At times, it will be necessary to deviate from the selected design criteria. Projects on the National Highway System (NHS) that do not meet DelDOT’s established design criteria for 3R projects must document a design exception in accordance with Section 4.1.4. Projects that are not on the NHS and which cannot meet DelDOT’s established design criteria for 3R projects are to note the deviation on the project’s Design Criteria Form. In addition, the design team is encouraged to create a memorandum to the project file explaining the justification for the variances in the design standards. The level of documentation can vary depending on the project intent, environmental concerns, and other issues. In most cases, it is not necessary to provide the same level of documentation as provided in a formal design exception request because the project’s scope inherently precludes making large changes to existing facilities.

4.1.3.4 Preventive Maintenance (1R and 2R)

Department Resources
Design Control Checklist

This project type is often associated with maintenance activities and primarily consists of performing resurfacing and restoration of existing infrastructure that preserves the system, retards future deterioration, and maintains or improves the functional condition of the system without increasing structural capacity. Any enhancements within this alternative type are typically minor and are generally intended to restore the overall condition of the transportation facility. Functionally, Federal-aid eligible preventive maintenance activities are those that address aging, oxidation, surface deterioration, and normal wear and tear from day-to-day performance, and environmental conditions. Preventive maintenance activities extend the service life of the roadway asset or facility in a cost-effective manner. These include roadway activities such as joint repair, seal coats, pavement patching, thin overlays, shoulder repair, restoration of drainage systems, and bridge activities such as crack sealing, joint repair, seismic retrofit, scour countermeasures, and painting.

Preventive maintenance (1R and 2R) projects are encouraged to identify and address isolated or obvious safety deficiencies. In no way shall preventive maintenance (1R and 2R) type projects adversely impact the safety of the traveled way or its users. Preventive maintenance (1R and 2R) projects are encouraged but not required to complete a Design Control Checklist.

4.1.3.5 Miscellaneous Improvement Projects

Department Resources
Design Control Checklist

Miscellaneous Improvement projects are those that do not fit into the other project types and are typically performed beyond the existing edge of pavement. They may also include improvements within the roadway intended to improve safety which do not degrade the existing highway geometrics. These projects are encouraged but not required to complete a Design Control Checklist.

4.1.4 Design Exceptions

Department Resources
Design Control Checklist
Design Criteria Form
Design Exception Request Form
Plan Submission Checklist

The need for exceptions should not be viewed as normal or routine, however, there are occasions where deviation from the selected minimum design criteria established in the Design Criteria Form will be necessary. Deviations from the minimum design criteria for New Construction, 4R, and 3R type projects may require the processing of formal design exceptions in accordance with 23 CFR 625.3(f). The need for exceptions to design criteria are to be identified early in the design process so that approvals or denials will not delay the completion of the design or require extensive redesign of the project. DelDOT’s Plan Submission Checklist requires that design exceptions be processed at the Preliminary Plans milestone submittal; however, the need to evaluate a lower design value may arise at any time during the design process and needs to be addressed expeditiously.

On May 5th, 2016, the FHWA issued a Final Rule (81 FR 27187) which identified the controlling criteria in which deviation requires the processing of a formal design exception as well as established the agency’s expectations for associated documentation. The final rule established two sets of controlling criteria based on whether the roadway is a high-speed or low-speed roadway as shown in Table 4.1.4a and Table 4.1.4b.

Table 4.1.4a – Controlling Criteria on High-Speed Roadways

High-Speed Roadways (i.e., Interstate Highways, other Freeways, and roadways with Design Speed ≥ 50 mph)
Design Speed	Stopping Sight Distance (SSD)
Lane Width	Maximum Grade
Shoulder Width	Cross Slope
Horizontal Curve Radius	Vertical Clearance
Superelevation Rate	Design Loading Structural Capacity

Table 4.1.4b – Controlling Criteria on Low-Speed Roadways

Low-Speed Roadways (i.e., non-Freeways with Design Speed < 50 mph)
Design Loading Structural Capacity	Design Speed

All proposed design exceptions should be thoroughly analyzed, and the potential impacts understood before documentation is submitted for approval. The process to evaluate and justify design exceptions must be based on an evaluation of the context of the facility, needs of all the various project users, safety, mobility (i.e., traffic performance), human and environmental impacts, project costs, and other impacts. Design exceptions are to sufficiently describe all the following:

• Specific design criteria that will not be met,
• Existing roadway characteristics,
• Alternatives considered,
• Comparison of the safety and operational performance of the roadway and other impacts such as right-of-way, community, environmental, cost, and usability by all modes of transportation,
• Proposed mitigation measures, and
• Compatibility with adjacent sections of roadway.

Design exceptions for design speed should be extremely rare as this element establishes most of the other design criteria to be met. Design criteria that cannot be met within a selected design speed should be supported by first seeking a design exception for non-design speed design criteria. When it is determined that a design exception for design speed is required, the documentation should include the length of section with reduced design speed compared to overall length of project and discuss the measures used in transitions to adjacent sections with higher or lower design or operating speeds.

Design exceptions for design loading structural capacity should also be rare. When it is determined that a design exception for design loading structural capacity is required, the documentation should include verification of safe load-carrying capacity (load rating) for all unrestricted legal loads or routine permit loads and, in the case of bridges and tunnels on the interstate, all federal legal loads.

Design exception documentation must include a completed DelDOT Design Control Checklist, DelDOT Design Criteria Form, DelDOT Design Exception Request Form, and all other necessary justification to document the design decision and the proposed mitigation making the selected alternative the best practical alternative.

Design exceptions will fall into only one of the following three scenarios depending on whether the project is an FHWA Project of Division Involvement (PODI) project and its relation to the National Highway System (NHS). The approval process for those three scenarios is described below:

• Design Exceptions on PODI Projects – Variances from design criteria that require design exceptions in this scenario are subject to the approval of the FHWA in accordance with the project’s specific PODI plan. The design exception documentation should be signed by all DelDOT parties before being sent to the FHWA for approval when required. The design team should coordinate the design exception and its recommendation and associated justification with the FHWA before formal approval is sought. Project Managers should refer to the most current Stewardship and Oversight Agreement between FHWA and DelDOT for an up-to-date listing of PODI projects subject to FHWA oversight.
• Design Exceptions on Non-PODI Projects on NHS Routes – Review and approval of variances from design criteria that require design exceptions in this scenario, regardless of funding source, have been delegated to DelDOT through the FHWA and DelDOT Stewardship and Oversight agreement. The final approval authority is the DelDOT Chief Engineer.
• Design Exceptions on Non-NHS Routes – A formal design exception is not required for routes not on the NHS. However, it is DelDOT practice to document variances from design criteria that require design exceptions in accordance with the guidance in this section. The final approval authority is the DelDOT Chief Engineer.

4.2 Road Design

Department Resources
Road Design Manual

Road design is the practice of analyzing and selecting the geometric and physical features that will define a roadway. Many road design elements are dictated by the design standards established in Section 4.1 [NEEDS LINK]; accordingly, design standards should be selected before commencing a project’s road design. DelDOT’s Road Design Manual contains the State specific road design policies and criteria adopted by DelDOT while AASHTO’s A Policy on Geometric Design of Highways and Streets, commonly known as the “Green Book”, and A Policy on Design Standards – Interstate System serve as the primary national road design references. Road design requires careful consideration of a project’s physical, environmental, and related social and economic effects to the surrounding area. Design decisions must reflect the scale of the project and the magnitude of the transportation deficiency being addressed. Strategies for developing a balanced design that properly addresses the system’s transportation needs are presented in Section 3.6. The following subsections provide additional road design considerations and presents design guidance developed by DelDOT.

4.2.1 Intersecting Roadways

A location where two or more roadways cross or join is called an intersection. Intersections inherently create conflicting movements that must be managed to ensure efficient and safe operation for all modes of transportation. Traffic control measures that require some or all users to slow or stop instituted to manage these conflict points will affect operation by generally reducing capacity, thereby making these facilities critical in overall transportation network operation. Adding to their complexity, intersections are typically a focus of land use activity.

Traffic counts to obtain turning movement data may be required when analysis of the intersection’s current and/or proposed performance is desired. Information on traffic count requests is contained in Section 3.7.8.

There are three general types of intersecting roadway configurations:

• At-grade intersections,
• Grade separations without ramps, and
• Interchanges.

4.2.1.1 At-Grade Intersections

Department Resources
Road Design Manual
DE MUTCD
DGM 1-26: Roundabouts
Roundabout Design Criteria Form

At-grade intersections are the most common intersecting roadway type. At-grade intersections range from simple intersections along low volume roadways to complex roadways with high traffic volumes which introduce auxiliary lanes, channelization devices, and various traffic control devices. Common traffic control options available for at-grade intersections include two-way stop controlled, roundabouts, signalized, and all-way stop controlled. The design principles for at-grade intersections are as follows:

• Reduce vehicle speeds through the intersection, as appropriate;
• Provide the required number of lanes and lane assignment to achieve adequate capacity, lane volume, and lane continuity;
• Provide channelization that operates smoothly, is intuitive to drivers, and results in vehicles naturally using the intended lanes;
• Provide adequate accommodation for the design vehicles;
• Meet the needs of pedestrians and bicyclists; and
• Provide appropriate sight distance and visibility.

A warrant analysis should take place when new traffic control options are being considered. The Delaware Manual on Uniform Traffic Control Devices (DE MUTCD) contains the warrant analysis procedures and criteria for at-grade intersections. The DelDOT Road Design Manual summarizes DelDOT’s geometric and design criteria adopted for at-grade intersection. DelDOT Design Guidance Memorandum 1-26 entitled Roundabouts summarizes DelDOT’s guidance for the consideration, planning, design, and construction of roundabouts. DelDOT’s Roundabout Design Criteria Form summarizes the pertinent roundabout design criteria on DelDOT projects. Procedures for analyzing intersection capacity are discussed in more detail in Section 4.4.1.

4.2.1.2 Grade Separations without Ramps

Various types of structures or configurations can be used to grade separate intersecting roadways. The impact to through traffic is minimal when no ramps are provided to connect the intersecting roadways. Configurations can generally be classified as either an overpass or an underpass. Additional information on the geometric design of overpasses and underpasses is provided in the AASHTO Green Book.

4.2.1.3 Interchanges

Department Resources
Road Design Manual

An interchange is a system of interconnecting roadways placed on different grade levels with connecting ramps provided to allow movement between the roadways. Grade separated interchanges offer improved efficiency, safety, and capacity compared to at-grade intersections; however, interchanges are more costly compared to at-grade alternatives. AASHTO establishes warrants for installing interchanges within its Green Book. The DelDOT Road Design Manual summarizes DelDOT’s geometric and design criteria adopted for interchange applications.

4.2.2 Pavement Design

DelDOT’s Materials and Research section is responsible for designing pavement structures that accommodate future predicted traffic needs in a safe, durable, and cost-effective manner in accordance with 23 CFR 626 for all DelDOT contracts and all Department issued agreements and permits. Roadway pavements can consist of either a flexible or rigid pavement structure. Flexible pavement structures rely upon aggregate interlock, particle friction, and cohesion stability to absorb traffic loads. Rigid pavement structures are comprised of a Portland cement concrete slab with a relatively high bending resistance that distributes loads to the base material (if applicable) and then to the subgrade.

The Materials and Research section will work in tandem with the design team to determine the most appropriate pavement type and pavement structure for an individual application. Characteristics that will be analyzed prior to recommending a flexible or rigid pavement structure include, but are not limited to, the following considerations:

• The mixture of traffic on the road,
• The longevity desired before maintenance is required,
• Historical information,
• The functional classification of the road, and
• The constructability of the pavement structure.

4.2.2.1 Pavement Design Request and Recommendation

Department Resources
Standard Construction Details

A request to the Materials and Research section for a pavement design should be submitted by emailing a design request to DOT_Pavementcores@delaware.gov once the scope of the project is known. The pavement design request is often submitted at the same time as the pavement coring request which is discussed in more detail in Section 3.7.7. Additionally, the design team can request an adjustment to the thickness of each individual pavement lift during the project development process when determined necessary to match other project characteristics (i.e. tie-ins, milling, etc.); however, in these adjustment cases, the lift thicknesses of the entire pavement section will need to be re-analyzed to ensure that the pavement structure is sufficient. When requesting a pavement structure, it is important to provide the necessary information to the Materials and Research section to perform the design. This information includes the following:

• Proposed milling depth of surrounding pavement,
• Proposed tie-in areas,
• Development in the area that may increase traffic volumes, and
• Purpose of the request (new construction, reconstruction, rehabilitation, redesign).

The Materials and Research section will review the request and provide a pavement design recommendation to the design team. If a flexible pavement structure is recommended, the Materials and Research section will specify which asphalt binder grade and type of stone should be used for each material lift as well as an associated lift thickness. If a rigid pavement structure is recommended, the Materials and Research section will provide the thickness of concrete required and a base course thickness. Reinforcement and joint layout are dictated by DelDOT’s Standard Construction Details. Additional considerations for flexible and rigid pavement structures are provided in Section 4.2.2.2.2 and Section 4.2.2.2.3, respectively.

4.2.2.2 Design Considerations

DelDOT currently performs pavement design in accordance with the methodologies included in AASHTO’s 1993 Guide for Design of Pavement Structures. Therefore, the recommended pavement structure will be based upon the design characteristics of the roadway including:

• Average daily traffic,
• Percent trucks,
• Weight classification of trucks,
• Number of lanes in each direction,
• Directional distribution of traffic,
• Traffic growth rate,
• Functional classification of the road, and
• Historical information.

The recommended pavement structure will utilize a combination of subbase, base course, and surface course materials placed on a subgrade to support the traffic load and distribute it to the roadbed. Figure 4.1.2 contains a pavement cross section displaying the components of a typical pavement structure. The depth of each component of the recommended pavement structure will vary based upon the type of material utilized and the traffic characteristics of the roadway.

Figure 4.1.2: Typical Pavement Cross Section

4.2.2.2.1 Exploration of Existing Subgrade

An important design parameter that must be accounted for in pavement design is the existing subgrade characteristics. Borings may not need to be performed for the design of new low volume roads but may be beneficial on large scale new construction to determine the suitability of underlying soils and if an undercut is required. When resilient modulus information is not available to complete the pavement design, the subgrade is assumed to be in poor condition, and a low resilient modulus is used in the analysis. Soil borings may also aid in determining the cause of failure from the underlying subgrade.

4.2.2.2.2 Bituminous Concrete

Bituminous concrete is a mixture of asphalt binder and well graded high-quality aggregate thoroughly compacted into a uniform, dense mass. Bituminous concrete is considered a flexible pavement structure. The pavement design is based on the structural requirements of the roadway and is composed of different lifts of material. The structural requirements of the roadway are captured in a pavement’s Structural Number. The materials which comprise the pavement structure as well as their associated lift thickness may change provided that the overall Structural Number of the pavement structure remains the same. Table 4.1.2.2-1 contains the structural layer coefficients for the typical materials that DelDOT utilizes in flexible pavement designs. The traffic characteristics of the roadway determine the amount of loading that the pavement structure will be required to resist during its service life.

Table 4.1.2.2-1: Pavement Material Information

Material Type	Binder Grade	Structural Layer Coefficient	Lift Thickness Parameters (inches)
			Minimum	Maximum
Bituminous Type C (4.75 mm mix)	All	0.40	0.50	1.00
Bituminous Type C (9.5 mm mix)	All	0.40	1.25	2.00
Bituminous Type C (12.5 mm mix)	All	0.40	1.50	2.00
Bituminous Type B (19.0 mm mix)	76-22, 70-22	0.40	2.25	4.00
Bituminous Type B (19.0 mm mix)	64-22	0.40	2.25	6.00
Bituminous Type BCBC (25.0 mm mix)	64-22	0.32	3.00	6.00
Graded Aggregate Base Course	NA	0.14	4.00	8.00
Soil Cement Base Course	NA	0.20	4.00	6.00

Standard Type C is 9.5 mm mix. Thin lift applications are to use a 4.75 mm mix. 12.5 mm mix is used only in special circumstances.

The stone that comprises the pavement structure can either be carbonate stone or non-carbonate stone. The choice is based on traffic volumes and speed. Carbonate stone is used when the design ADT is less than 8,000 vpd (vehicles per day) or the posted speed is less than 35 mph. Non-carbonate stone is used when the design ADT is equal to or greater than 8,000 vpd and the posted speed is greater than 35 mph.

Strength in an asphalt pavement comes from the interlock of the aggregates in the mixture. The asphalt binder is used as “glue” that holds the aggregates together to provide stability to the mixture and to prevent water from penetrating the layer. The asphalt binder utilized in a flexible pavement structure is selected based on the type of traffic using the road, the speed of that traffic, the frequency of stops and starts and is referred to using the Superpave Performance Grade (PG) grading system. The PG system is based on the temperature range the asphalt is expected to perform under. The PG rating for an application is selected in accordance with the criteria contained in AASHTO M323 Standard Specification for Superpave Volumetric Mix Design. Binder grade selection on DelDOT projects is summarized in Table 4.2.2.2.2-2. There are additional considerations on PG selection outside of those listed in Table 4.2.2.2.2-2 including whether the existing pavement shows signs of rutting or shoving. Binder grade selection will ultimately be decided by DelDOT’s Materials and Research section.

Table 4.2.2.2.2-2: Binder Grade Selection

Binder Grade Selections
Binder Grade	Traffic Characteristics	Traffic Flow
PG 64-22	Low to moderate trucks and buses	Continuous (no stopping, starting, slowing)
PG 70-22	High truck / bus volume	Continuous
PG 76-22	High truck / bus volume, heavy vehicles	Stopping / standing, slow moving

Performance Grades of the Type C lift and the first underlying Type B lift are to be the same. Subsequent Type B lifts may use a 64-22 binder grade. In situations where the mainline pavement is being overlayed and the road is being widened, the binder grades may not always match the top layer.

4.2.2.2.3 Portland Cement Concrete

Portland cement concrete is considered a rigid pavement structure application. It is critical to consider the joint layout during the design phase. Transverse joints are needed in a rigid slab to act as “controlled cracks” at desired locations and are sealed to prevent water intrusion into the underlying layers. Joints can be keyed, butted or tied. Transverse joints are sawed or formed to a depth of one quarter to one third of the slab thickness. Timing the saw cutting operation to the curing of the Portland cement concrete is critical.

Load transfer devices are used between slabs and usually consist of smooth round dowels. The dowels should distribute the load stresses without over stressing the Portland cement concrete surrounding it, offer little restraint to longitudinal movement of the joint, be mechanically stable under the loads and load frequencies expected during the design period, and be resistant to corrosion from moisture and road salts.

The Materials and Research section will work closely with the design team to prescribe contract requirements and other techniques to mitigate the effect that a Portland cement concrete pavement’s curing time may have on a project’s construction sequencing. There are many additives, including accelerators, that can be added to Portland cement concrete to accelerate strength development and allow the road to be opened in less time than traditionally expected. Precast pavement is also an option in critical areas where closures must be kept to an absolute minimum.

4.2.2.2.4 Pavement Design for Roadway Reconfiguration

Most projects performed by DelDOT include reconfiguration of the existing roadway. If a portion of the roadway is going to be repurposed (shoulders used as through lanes or turn lanes) then a request for cores needs to be submitted with the request for the pavement section. Additional information on requesting pavement cores is provided in Section 3.7.7. The Materials and Research section will work with the design team to see if any existing pavement is salvageable or able to be used in the new configuration.

Information used to assess the adequacy of the existing pavement includes:

• Evaluating the need to shift traffic onto non-designated travel lanes (i.e. shoulders, etc.),
• Condition of the existing roadway’s subbase, base course, and surface course materials,
• Feasibility of reuse of the pavement structure,
• Safety of the road surface (skid resistance),
• Rideability of the road surface, and
• Existing striping layout.

4.2.2.2.5 Pavement Design for Rehabilitation

Existing pavements can be rehabilitated as part of a project’s scope. Pavement rehabilitation is most beneficial when the design team determines that the existing roadway materials still have some structural value but will require more intrusive treatment than a typical mill and overlay operation to extend the life of the pavement. A project that falls under this classification should be discussed with the Materials and Research section and be investigated using pavement cores, historical information, and pavement management information to determine the most appropriate rehabilitation method.

There are many existing methods and there are always new methods of rehabilitation in development that can be considered during the design phase of a project. The design team and the Materials and Research section will work together to determine what methodology is most suitable for a project.

4.2.2.2.6 Pavement Drainage

Department Resources
Road Design Manual

Excess water within the pavement and subgrade can lead to premature distress within the pavement structure. Water can enter the pavement structure in a variety of ways, such as through cracks, joints, pavement infiltration, or through groundwater sources. Effects of water trapped within the pavement structure can include:

• Reduced strength of unbound granular materials,
• Reduced strength of roadbed soils
• Pumping of concrete pavements with subsequent faulting, cracking, and general shoulder deterioration,
• Pumping of fines in aggregate base under flexible pavements with resulting loss of support,
• Stripping of asphaltic concrete,
• Differential heaving over swelling soils, and
• Frost heave.

Accordingly, providing adequate drainage of water from pavements is an important design consideration which is justly included in the pavement design methodology utilized by DelDOT’s Materials and Research section. The design team should strive to provide adequate pavement drainage to maximize the pavement structure’s serviceability and the economy of the project’s pavement design. Additional information on pavement structure and subgrade drainage is included in the DelDOT Road Design Manual.

4.2.2.3 Pavement Life-Cycle Cost Analysis

The performance of a pavement life-cycle cost analysis (LCCA) can be beneficial or even required on large scale projects. A pavement LCCA is an economic evaluation technique that considers initial and future agency, road user, and other relevant costs over a defined period to provide a comparative cost between pavement alternatives.

4.2.3 Traffic Calming

Department Resources
Traffic Calming Design Manual

DelDOT defines traffic calming as changes in street alignment, installation of barriers, and other physical measures to reduce traffic speeds and/or cut‐through volumes, in the interest of street safety, livability, and other public purposes. Application of traffic calming techniques is appropriate on subdivision streets and local roads that are intended to primarily serve the purpose of providing access to properties. When applied properly, traffic calming is a key tenet of DelDOT’s complete streets mission as it reduces vehicle volume and/or speed which thereby improves quality of life in residential areas and increases pedestrian and bicyclist comfort and safety. The DelDOT Traffic Calming Design Manual establishes DelDOT’s administrative procedures for evaluating the need for and implementing traffic calming measures, offers guidance on applications for traffic calming, and provides guidance on the geometric design, signing, and pavement markings related to traffic calming measures.

4.2.4 Delaware Byways

Department Resources
Delaware Byways Program Guide
Byways website
Context Sensitive Solutions for Delaware Byways Manual

The Byways Program was established by Delaware’s General Assembly in recognition of the scenic, historic, recreational, cultural, and archaeological value inherent within portions of Delaware’s highway system. The program is established in 17 Del. C. § 191 of the Delaware Code. Once a roadway becomes listed as a byway, a corridor plan is created and the roadway is afforded additional considerations and protections to preserve its features. DelDOT maintains a Delaware Byways Program Guide and a Delaware Byways website which summarizes the Byways Program. Additionally, DelDOT has created the Context Sensitive Solutions for Delaware Byways Manual which provides guidance for projects within designated byway corridors. The design team is encouraged to engage the byway sponsors continuously throughout project development to ensure the intrinsic values of the byway are preserved within the work of the project.

4.2.5 Access Control

Access control, which is sometimes referred to as access management, is the limiting and regulating of public and private access to highways with the goal of minimizing interference to the through traffic on a roadway. The benefits of controlling access must be balanced with the rights of property owners to access the transportation network. Effectively managing access to a facility is an economical means of increasing mobility, capacity, safety, and reducing travel times. In Delaware, access is controlled primarily through limiting and properly spacing ingress and egress points to the highway from adjacent properties and through the installation of fences on high functional classification roadways. Access is considered based on the intended function of the roadway with higher functional classification roadways permitting less access than that of lower roadways.

New access is reviewed and regulated through DelDOT’s development coordination process described in more detail in Section 5.7 [NEEDS LINK]. Access management should be considered along existing roadways during the project development process with 17 Del. C. § 146 of the Delaware Code providing DelDOT the authority to acquire property rights to consolidate commercial entrances or to create new commercial interconnections to improve safety. It is noted that 23 CFR 624 requires approval from the FHWA to add any points of access to or exit from roadways designated as an Interstate System, which includes ramps. The factors affecting access control management include:

• Proposed LOS and capacity,
• Type and width of median,
• Spacing of median openings, intersections, and interchanges,
• Traffic control devices and signal spacing,
• Turning and auxiliary lanes,
• Street connections, and
• Crash data.

4.2.6 Rumble Strips

Department Resources
DGM 1-18: Longitudinal Center Line and Shoulder Rumble Strips
Standard Construction Details

Rumble strips are raised or depressed longitudinal patterns located adjacent to or within the travel lane or shoulder and are intended to produce an audible and tactile sensation to indicate that the driver needs to take some type of action. Rumble strips placed directly within edge line or centerline pavement markings are commonly referred to as rumble stripes.

Rumble strips and stripes have been shown to provide traffic safety benefits to reduce roadway departure crashes, but they also have the potential to create excess noise when struck. They may also interfere with bicyclists when installed along a narrow shoulder. DelDOT provides design guidance and warrants for rumble strips in DGM 1-18 entitled Longitudinal Center Line and Shoulder Rumble Strips and construction details for DelDOT’s standard applications are included in DelDOT’s Standard Construction Details.

4.2.7 On-Street Parking

Department Resources
Pedestrian Accessibility Standards Manual
Complete Streets Design Guide

For most roadways, stopping or parking should only be permitted in emergency situations; however, depending on existing and proposed surrounding land use and roadway facility type, providing on-street parking may be a prudent use of the public right-of-way. On-street parking generally decreases through-traffic capacity, impedes traffic flow, and increases crash potential. Where on-street parking is provided, it must meet the accessibility requirements contained in DelDOT’s Pedestrian Accessibility Standards Manual. Additional information on considerations associated with on-street parking is provided in the AASHTO Green Book as well as in the DelDOT Complete Streets Design Guide. The design team should also be aware of and review any relevant municipal codes that may dictate parking requirements.

4.3 Bridges and Structures

Department Resources
Bridge Design Manual

It is of the utmost importance that the design team apply consistent design standards for the many different structure types that DelDOT utilizes within its transportation infrastructure network. Adhering to consistent design standards serves to maintain the safety, reliability, and longevity of the transportation system and aids in ensuring that structures will act in a predictable manner. 23 CFR 625.4(b) outlines the national design standards, policies, and specifications acceptable to the FHWA for various structural design elements. In Delaware, the DelDOT Bridge Design Manual provides guidance and assistance in the standard practice of design related to bridges and all other structures on or over a public roadway. Deviations from the standards included in the DelDOT Bridge Design Manual will at a minimum, require processing of a Design Variance and may also require the development and approval of a design exception in accordance with Section 4.1.4 if the deviation involves one of the controlling criteria. DelDOT’s Bridges and Structures section is tasked with maintaining DelDOT’s structural inventory which includes the inspection, evaluation, prioritization, and rehabilitation of the State’s infrastructure as well as the design oversight of all proposed structures. When available, existing inspection reports should be referenced during the project development process to identify deficiencies and establish the scope of work. This section describes the typical structure types maintained by DelDOT and their pertinent controlling design standards and guidance requirements.

4.3.1 Bridges

Department Resources
Bridge Load Rating Manual
Bridge Design Manual

DelDOT defines a bridge as any structure under the public roadway with an opening greater than 20 square feet and a minimum vertical clearance of 4 feet. A bridge’s unique design elements can generally be subdivided into the following categories:

• Structural – Structural design requires the determination of the loads that the bridge will carry and the subsequent design of the elements that will support those loads. Information on calculating a bridge’s required loading is included in DelDOT’s Bridge Load Rating Manual while DelDOT’s structural design practices for substructure and superstructure elements are contained within the DelDOT Bridge Design Manual. Existing bridges undergoing rehabilitation and that are to remain must have their structural adequacy verified as part of the project development process when structural modification will affect the existing load rating.
• Geotechnical – All structures will ultimately transfer their supported load into the ground. The practice of evaluating the suitability of the ground and its ability to support the loading is considered geotechnical design. Additional information about DelDOT’s geotechnical investigation practices and associated design considerations is included within the DelDOT Bridge Design Manual. Section 3.7.10 outlines the process DelDOT uses to collect soil borings which are instrumental in the geotechnical investigation process. Section 4.14.2 identifies the best practices, testing, and deliverables that should be provided when soil borings are performed.
• Hydraulic – Bridges over a waterway will need to consider the hydraulic properties of its openings to ensure that storm events are conveyed without encroaching on the roadway and upstream properties. Hydraulic design also entails identifying the waterway forces that may cause scour or other damage to the transportation infrastructure and to mitigate those identified risks. DelDOT’s hydraulic design practices are outlined in the DelDOT Bridge Design Manual – Section 104.

The complexity, scale, and scope of work proposed at a location will greatly influence the project development process employed and the design elements that will be considered. Additionally, the presence of other similar planned projects near a project’s location could also affect the project development process as well. In general, bridge work can either be advertised as an individual contract, included as part of a project bundle, or included in an existing or proposed Indefinite Delivery / Indefinite Quantity (IDIQ) structure maintenance contracts. DelDOT’s Bridge Design Manual contains comprehensive guidance for several of the project types defined within the manual which are:

• New construction and reconstruction projects,
• Intermediate projects, and
• Preventative maintenance.

The design team should evaluate proposed bridge work for potential incorporation of Accelerated Bridge Construction (ABC) methods. ABC methods utilize and apply innovative planning, design, material, and/or construction techniques to reduce the number of onsite construction days required and potentially minimize traffic disruption. Additional information on construction sequencing, phasing, and timing is included in Section 4.7 [NEEDS LINK].

4.3.2 Dams

Department Resources
Bridge Design Manual

7 Del. C. Chap. 42 permits the State of Delaware to protect the public interest by regulating various aspects of dams including dam design. The administrative code implementing regulations for dam design are contained in 7 DE Admin. Code § 5103. The DelDOT Bridge Design Manual also contains additional information related to design considerations associated with dams.

4.3.3 Other Structures

DelDOT utilizes numerous other structures within its transportation infrastructure network, including but not limited to walls, sign structures, traffic signal mast arms, drainage structures, and lighting structures. The design team must be aware of the structures prescribed within the project and understand both the design phase and construction phase design requirements and reviews that will be required.

4.3.3.1 Ancillary Structure Foundations

Department Resources
Standard Construction Details
Traffic Design Manual
Bridge Design Manual

All ancillary highway structures require a foundation to transfer their applied loads into the subsurface. Priority should be given to utilizing one of DelDOT’s typical foundation types included within DelDOT’s Standard Construction Details. DelDOT’s Traffic Design Manual includes preferred foundation types for various common ancillary structures dependent on the existing subsurface conditions. DelDOT’s Bridge Design Manual contains guidance for applications which are not included within DelDOT’s Traffic Design Manual. In many cases, these structures will require performance of soil borings as part of the design process. Section 3.7.10 outlines the process DelDOT uses to collect soil borings which are instrumental in the geotechnical investigation process. Section 4.14.2 identifies the best practices, testing, and deliverables that should be provided when soil borings are performed.

4.3.3.2 Sign Structures

Department Resources
Bridge Design Manual

Large overhead and roadside sign structures will require design to ensure structural integrity. DelDOT’s Bridge Design Manual supplements the AASHTO LRFD Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals for these applications.

4.4 Traffic

Department Resources
DE MUTCD
Traffic Design Manual
Traffic Calming Design Manual
Delaware Traffic Lighting Policy
Template Traffic Statement
Delaware Strategic Highway Safety Plan

The project development process requires careful consideration of a project’s effect on the movement of people and goods while also minimizing the level of exposure to potential hazards. These evaluations are primarily performed by and administered through DelDOT’s Traffic Engineering and Traffic Operations sections. The Traffic sections are responsible for overseeing the planning, design, and operation of DelDOT’s roadways by both developing their own projects and by acting as support sections when groups outside of DelDOT Traffic develop transportation projects. DelDOT Traffic maintains resources which globally define several of DelDOT’s practices and procedures related to traffic design:

• The Delaware Manual on Uniform Traffic Control Devices (DE MUTCD) – The FHWA publishes a federal Manual on Uniform Traffic Control Devices (MUTCD) to establish basic uniformity of traffic control devices on all of the nation’s streets and highways. States are required to either adopt the federal MUTCD or develop their own which must be in substantial conformance with the federal version in accordance with 23 CFR 655.603. DelDOT has developed its own DE MUTCD which establishes regulations specific to Delaware.
• Traffic Design Manual – This manual defines the standards and processes that are to be followed in the preparation of design plans for all new or modified traffic system devices owned and/or maintained by DelDOT. The manual also applies to all projects in which DelDOT is serving in an oversight role. It should be noted that this manual does not address the design of signs, pavement markings, or lighting, except when associated with powered traffic system devices.
• Traffic Calming Design Manual – This manual provides the administrative procedures needed to evaluate and implement traffic calming measures, provide guidance on applications for traffic calming, and to provide guidance on geometric design, signing and pavement marking related to traffic calming measures.
• Delaware Traffic Lighting Policy – This policy supports DelDOT’s mission, and outlines the general practices, procedures, and standards that govern roadway lighting designs for state‐maintained roadways in Delaware.
• Delaware Strategic Highway Safety Plan – A comprehensive safety plan that provides a framework for reducing fatalities and serious injuries on all public roads. The plan is required in accordance with 23 CFR 924.9.

DelDOT Traffic’s role as a support section will vary depending on whether the project is being developed by DelDOT staff or by staff under a professional services agreement. DelDOT Traffic will typically provide the deliverables described within this section when projects are developed by in-house DelDOT staff and will act in a review and approval authority role when projects are developed by staff under a professional services agreement. DelDOT Traffic also manages the construction and maintenance of traffic control features like signal mast arms and poles, signage, pavement markings, wiring, signals, cameras, junction wells, and detection through IDIQ (Indefinite Delivery / Indefinite Quantity) contracts.

In addition to the plans and specifications that must be developed for a project, each project requires the development of a traffic statement. A template traffic statement is available for download on DelDOT’s website. The traffic statement includes the following information:

• Traffic involvement level on the project for signals, integrated transportation management system (ITMS), highway lighting, signing, and pavement markings.
• A cost estimate for the traffic contractor and traffic supply items. The cost estimate produced by the traffic statement considers the established IDIQ traffic construction costs.
• The contract plan’s sign schedule.
• Summary of the sole source items to be used on the contract.

DelDOT Traffic will create a traffic handoff package at the time the project moves from the design phase into the construction phase. The handoff package will include the following items (as required):

• Handoff form,
• Work Hour Restrictions Checklist (see Section 4.7.1.7 [NEEDS LINK] for more information),
• Press release,
• Traffic statement,
• Signal and ITMS plan,
• Approved signal timing sheet provided by the Traffic Management Center (TMC),
• Specialized equipment quotes, and
• Support section self-clearance documentation for Traffic-only projects.

4.4.1 Capacity Analysis

Department Resources
Road Design Manual

Capacity analysis is used to evaluate the operational characteristics of a facility in terms of defined performance measures. Capacity is typically described in terms of a level-of-service where traffic operation is graded through a system of letter grades ranging from A through F. Additional information on capacity analysis is included in the DelDOT Road Design Manual. DelDOT’s Traffic section will also use software programs including, but not limited to, Synchro, HCS, and VISSIM to perform traffic capacity analysis of transportation facilities.

4.4.2 Traffic Safety

Department Resources
Policy Implement T-07: Safe System Approach

DelDOT strives to provide users with a safe operating environment consistent with the principles outlined in DelDOT Policy Implement T-07 entitled Safe System Approach. Accordingly, the design team should evaluate the existing crash history and explore opportunities to improve safety as part of the project development process. The process for collecting crash data is included in Section 3.7.5. The traffic safety analysis conducted should consider the frequency of crashes, crash severity, and mitigate risk factors. Addressing crashes in this manner is considered a reactive response. DelDOT also addresses crashes proactively through its Highway Safety Improvement Program (HSIP) which is further described in Section 2.2.5.3.

Crashes are seldom the result of a single cause and are usually the outcome of several influences. For this reason, the DelDOT Safe System Approach adopts a roadway design hierarchy which groups engineering and infrastructure-based countermeasures and strategies relative to their alignment with the Safe System Approach. The hierarchy is a project-based, site assessment tool that should be utilized to identify and prioritize countermeasures and strategies on a project. The tiers in the hierarchy are arranged from most to least aligned with the Safe System Approach. Tiers 1 – 3 of the hierarchy emphasize removing potential roadway conflicts and separating vulnerable road users from traveling vehicles, whereas Tier 4 focuses on countermeasures and strategies intended to alert roadway users to conflicts so that they can take appropriate action. The roadway design hierarchy is structured in recognition that physical changes made to the roadway are more effective than changes that rely on road users to make safe decisions. The tiers of the roadway design hierarchy as well as a brief description of the principles of the tier are provided below:

• Remove Severe Conflicts – This tier involves separating road users moving at different speeds or different directions in space to minimize conflicts with other road users. This tier includes strategies that remove conflicts such as intersection crossing conflicts, removing fixed objects along the roadside, or eliminating railway-highway crossings. Strategies in this tier may also include providing physical separation between motorized and non-motorized users to remove conflicts or providing varying degrees of buffered separation to reduce risk of collisions.
• Reduce Vehicle Speeds – This tier includes utilization of design features and speed management strategies to reduce vehicle speeds, thereby reducing the kinetic energy involved in a crash should it occur. From a design perspective, this tier consists of selecting an appropriate design speed, implementing traffic calming measures, and applying self-enforcing roadways. Self-enforcing roads involve the use of road and roadside design elements, such as lane narrowing, intersection channelization, and horizontal and vertical deflection, to elicit lower travel speeds of motor vehicles along the roadway. This also includes features for pedestrians and bicyclists, such as median islands, raised crosswalks, and buffered bicycle lanes.
• Manage Conflicts in Time – This tier assumes that users will need to occupy the same physical space on the roadway but creates a safer environment by separating the users in time using traffic control devices.
• Increase Attentiveness and Awareness – This tier involves increasing attentiveness and awareness by alerting roadway users to certain types of conflicts so that appropriate action can be taken.

It is difficult to completely separate safety and economic considerations within the project development process as incorporating safety features typically has an economic cost. Safety countermeasures also have varying levels of effectiveness depending on numerous site-specific factors. To assist designers in the complex task of evaluating traffic safety, AASHTO has published the Highway Safety Manual. Among the information contained within the manual are methodologies for estimating safety performance of highways and streets including a predictive method for estimating crashes. The predictive method relies on base condition information as well as published crash modification factors (CMFs) to determine a future crash frequency and severity. Crash modification factors are numerical values applied to compute the expected number of crashes expected after implementing a countermeasure on a roadway or an intersection. The predictive method in combination with crash modification factors enables the determination of an anticipated reduction in societal cost. The reduction in societal cost can be considered the benefit of the improvement which can be compared to the projected cost of the improvement as part of a cost-benefit analysis. The Highway Safety Manual includes crash modification factors (CMFs) and additional crash modification factors are available through a CMF clearinghouse funded through the FHWA. DelDOT’s Traffic Engineering section can be used as a resource during this assessment process.

It is noted that 23 U.S.C. 407 establishes that reports, surveys, schedules, lists, or data compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential crash sites, hazardous roadway conditions, or railway-highway crossings are protected from being subject to discovery, admitted into evidence in a federal or state court proceeding, or for being considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.

4.4.3 Traffic Signals

Department Resources
DE MUTCD
Traffic Design Manual
DGM 1-27: Electric Power Service Request for Roadway Lighting, Traffic signals and ITS Equipment
Voltage Drop Calculator

The DE MUTCD defines a highway traffic signal as a “power-operated traffic control device which traffic is warned or directed to take some specific action”. The DE MUTCD and the DelDOT Traffic Design Manual provide the pertinent requirements and design procedures for DelDOT traffic signals.

The design team will need to coordinate all proposed traffic signals and upgrades to existing traffic signals with the Traffic Design section during the project development process. All required temporary and permanent traffic signal timing will be performed or reviewed by DelDOT’s Traffic section. All new traffic control signals proposed require a signal warrants analysis in accordance with the DE MUTCD be performed and the processing of a traffic signal resolution. In accordance with 29 Del. C. Chap. 84, the Secretary delegates approval and signature authority to sign traffic control rules, regulations and orders pursuant to 17 Del. C. § 141 and 21 Del. C. § 4505 to the following positions:

• Permanent traffic control orders to Chief of Traffic Engineering,
• Temporary traffic control orders to Chief of Traffic Operations, and
• Traffic control orders for bridges and structures to Chief of Bridges and Structures.

Traffic signals require a powered connection. To avoid delays during construction, a power service location must be identified and coordinated during the project development process. DelDOT maintains specific guidance for performing this coordination on capital projects in DGM 1-27 entitled Electric Power Service Request for Roadway Lighting, Traffic Signals and ITS Equipment. When applicable, voltage drop calculations are to be performed by the design team through use of DelDOT’s Voltage Drop calculator.

4.4.4 Roadway Lighting

Department Resources
Traffic Lighting Policy
DGM 1-27: Electric Power Service Request for Roadway Lighting, Traffic signals and ITS Equipment
Voltage Drop Calculator

The primary purpose of roadway lighting is to provide improved visibility at nighttime, thereby increasing traffic safety and overall user comfort. The benefits of roadway lighting must be balanced with several associated negative effects which include increasing nighttime light pollution, initial construction costs, continuing costs for operation and maintenance, and the introduction of fixed objects into the roadside. Roadway lighting is regulated in 7 Del. C. Chap. 71A. DelDOT additionally maintains a Traffic Lighting Policy which prescribes lighting warrants and pertinent design policy and criteria related to roadway lighting. The policy is only intended to prescribe policy for traffic safety purposes; however, if lighting is used for other purposes like crime prevention, the lighting design must meet the requirements in DelDOT’s lighting policy and another entity must agree to fund the construction and utility costs, as well as the on‐going maintenance of the system.

Roadway lighting systems require a powered connection. To avoid delays during construction, a power service location must be identified and coordinated during the project development process. DelDOT maintains specific guidance for performing this coordination on capital projects in DGM 1-27 entitled Electric Power Service Request for Roadway Lighting, Traffic Signals and ITS Equipment. When applicable, voltage drop calculations are to be performed by the design team through use of DelDOT’s Voltage Drop calculator.

4.4.5 Signs

Department Resources
DE MUTCD
Delaware Standard Highway Signs

Signs are used along roadways to provide regulations, warnings, and guidance information for road users. The DE MUTCD contains the State’s standards for signing applications. The FHWA provides a Standard Highway Signs (SHS) Publication of federally standard signs which is supplemented by a publication produced by DelDOT entitled Delaware Standard Highway Signs.

4.4.6 Pavement Markings

Department Resources
DE MUTCD
Temporary Pavement Markings Policy

Markings on pavement are provided to guide and inform the road user. Additionally, most self-driving systems rely heavily on pavement markings. Markings can be used to supplement other traffic control devices or may be used alone to effectively convey information necessary to the user. Pavement markings have limitations that must be considered during the design process. The visibility of markings can be limited by snow, debris, and water on, or adjacent to, the markings. Additionally, pavement markings will wear over time requiring eventual replacement. The DE MUTCD contains the State’s standards for pavement marking applications. Project limits should be considered during the design phase to plan how the proposed improvements will tie into existing pavement markings.

The most common pavement marking applications in Delaware are pavement striping and snowplowable raised pavement markers. Additionally, delineators, curb markings, colored pavements, channelizing devices, and striped islands are considered pavement marking types as well. Different materials can be used as pavement striping each with varying performance and service life limits. DelDOT has published striping item usage guidelines to document material usage practices. DelDOT’s guidance is based upon specification year as shown in Table 4.4.6. Guidance on placing temporary pavement markings is included in DelDOT’s Temporary Pavement Markings Policy memorandum.

Table 4.4.6 – Striping Item Guidelines by Specification Year

Striping Item Guidelines
2025 Standard Specifications	Striping Item Guidelines
2020 Standard Specifications	Striping Item Guidelines

4.4.7 ITS Devices

Department Resources
Traffic Design Manual
DGM 1-27: Electric Power Service Request for Roadway Lighting, Traffic signals and ITS Equipment
Voltage Drop Calculator

Intelligent Transportation System (ITS) devices are electronics, communications, or information processing systems used singly or in combination to improve the efficiency and safety of a transportation network. DelDOT’s ITS devices are connected to DelDOT’s Integrated Transportation Management System (ITMS) network. When properly utilized, these devices are cost-effective tools for providing safe and efficient movement of people and goods. As with other infrastructure elements, ITS devices can be most efficiently implemented when considered early in the project development process. DelDOT’s Traffic Design Manual contains design criteria and associated design preferences for DelDOT’s most common ITS devices including the following:

• System loops,
• Real-time traffic monitoring stations (RTMS),
• Automatic traffic recorder (ATR) stations,
• Bluetooth monitoring stations,
• CCTV cameras,
• Changeable message boards,
• Non-intrusive vehicle detection,
• Weather stations, and
• Variable speed limit signs.

ITS devices typically draw power from a nearby source. Power requirements for ITS devices vary based on system and should be coordinated with DelDOT Traffic. When an external power source is determined necessary, the power service location must be identified and coordinated during the project development process to avoid delays during construction. DelDOT maintains specific guidance for performing this coordination on capital projects in DGM 1-27 entitled Electric Power Service Request for Roadway Lighting, Traffic Signals and ITS Equipment. When applicable, voltage drop calculations are to be performed by the design team through use of DelDOT’s Voltage Drop calculator.

4.5 Non-Motorized Transportation

Department Resources
Policy Implement O-06: Complete Streets Policy
Complete Streets Design Guide
Bicycle and Pedestrian Count Program Guide

Considering and designing for all modes of transportation is the foundational principle of DelDOT Policy Implement O-06, entitled Complete Streets Policy. The policy establishes DelDOT’s objective of providing a comprehensive, integrated, and connected transportation network that is safe and efficient for all modes of transportation, including both motorized and non-motorized methods.

Non-motorized transportation is an integral and critical part of the local and even regional transportation network. Proper accommodation of non-motorized users helps to reduce motorized traffic congestion, provides environmental benefits, enhances transit service effectiveness, offers public health benefits, increases accessibility for all, promotes safety, and can even spur economic vitality. DelDOT is permitted under 17 Del. C. § 132(h) of the Delaware Code to work in conjunction with any political subdivision of the State and with any private organization to plan and construct bicycle and pedestrian transportation facilities in municipal or other locations where DelDOT may not otherwise have the authority to do so.

Non-motorized transportation modes are generally considered to consist of both pedestrians and cyclists. While pedestrians and cyclists are often thought of together in the design process, they have different characteristics and user needs which are further described in Section 4.5.1 and Section 4.5.2. Strategies for accommodating all users, including bicyclists and pedestrians within the transportation network are established in DelDOT’s Complete Streets Design Guide.

The need to consider all users’ needs and abilities is heightened when considering and designing the non-motorized transportation network. Pedestrian and cyclist counts can be used to provide beneficial quantitative and qualitative information that can be used to inform the design. DelDOT’s Bicycle and Pedestrian Count Program Guide documents DelDOT’s considerations for as well as processes for collecting volume counts on these modes of transportation.

4.5.1 Pedestrians

Department Resources
Pedestrian Accessibility Standards (PAS) Manual
Template RPE Form
Accessibility Videos
ADA Plan Review Checklist
RPE Review Checklist
Standard Construction Details
Interim Guidelines for the Installation of Accessible Pedestrian Signals

Pedestrian facilities provide a key connection point in the multi-modal network with nearly every trip including a pedestrian portion; even trips taken by passenger vehicles or transit begin with drivers and passengers walking from their origin to the vehicle and end with them walking from the vehicle to their destination. In urban areas, pedestrians are more prevalent and their needs are more pronounced; however, they must also be considered in rural areas. 17 Del. C. § 132 (f) of the Delaware Code requires that DelDOT plan and construct sidewalks whenever it widens, constructs, or reconstructs any major arterial, minor arterial, collector road, or proposed road in an urbanized area of the State when there is an existing or reasonably anticipated need for sidewalks.

Pedestrians are the most vulnerable of roadway users; therefore, particular attention should be paid to pedestrian safety during design. A project’s design should strive to separate dedicated pedestrian facilities, maximize pedestrian visibility, provide direct pathways, encourage crossings at locations meeting other transportation network users’ expectations, and discourage crossings at unanticipated locations. As with other elements of design, accommodating for pedestrians may require tradeoffs for other network users which must be carefully balanced by the design team.

Where pedestrian facilities are provided, they must be accessible in accordance with the Americans with Disabilities Act (ADA) of 1990 (42 U.S.C. 12101 et seq.). Accessibility requirements are nuanced and generally dependent on a project’s scope. DelDOT’s adopted accessibility standards for the public right-of-way as well as comprehensive design guidance for pedestrian facilities is included within DelDOT’s Pedestrian Accessibility Standards Manual (PAS Manual). A request for practical exception (RPE) will need to be processed whenever DelDOT’s accessibility standards are unable to be met. DelDOT maintains a template RPE form to standardize documentation and to assist the design team with capturing the necessary level of information. DelDOT also maintains accessibility videos, an ADA Plan Review Checklist, and an RPE Review Checklist. Providing accessible facilities during construction activities is required under the Americans with Disabilities Act. Therefore, the design team must consider a project’s accommodation of pedestrians during the construction phase as well. Additional information on planning and designing pedestrian facilities is included in the AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities. DelDOT’s Standard Construction Details includes several details for pedestrian facilities.

Requests to provide audible pedestrian signals may arise during the public involvement process or during the design phase of a project. These requests are to be provided to and evaluated by DelDOT’s Traffic section in accordance with DelDOT’s Interim Guidelines for the Installation of Accessible Pedestrian Signals.

4.5.2 Cyclists

Department Resources
DGM 1-28: Directional Tactile Surface Indicators (DTSI) for Bicycle Ramps
DE MUTCD

Bicycles, or other similar wheeled devices, can be used for recreation or can be used for transportation from home to work, school, shopping, entertainment, or other similar activities. Cyclists, with varying levels of skill and comfort, should be expected on all streets, roads, and highways except where prohibited by law. Providing cyclists with dedicated facilities reduces conflicts with motor vehicles, which in turn can improve traffic operations and safety.

Like pedestrians, cyclists are also considered vulnerable roadway users. In recognition of their vulnerability, facilities for cyclists should be designed to be as low-stress as possible to create a comfortable experience for the user, regardless of their operating capabilities. There are many different methods for accommodating cyclists in a project’s design with the most appropriate method generally being a function of the intended design user profile, project scope, surrounding land use, and other environmental constraints. The AASHTO Guide for the Development of Bicycle Facilities provides guidance on facility selection as well as presents guidance related to geometric design and use of various traffic control devices. NCHRP Research Report 1043 entitled Guide for Roundabouts presents strategies for accommodating cyclists at roundabouts and DelDOT Design Guidance Memorandum 1-28 entitled Directional Tactile Surface Indicators (DTSI) for Bicycle Ramps offers additional design information related to the use of directional tactile surface indicators at bicycle ramp locations. The DE MUTCD provides traffic control strategies that increases the predictability of both bicycle and motor vehicle movements.

4.6 Transit

Department Resources
Standard Construction Details
DTC Bus Dimensions
PAS Manual
DGM 1-27: Electric Power Service Request for Roadway Lighting, Traffic Signals, and ITS Equipment
DTC-05.01: Bus Stop and Passenger Facilities Policy

Transit facilities play a crucial role in DelDOT’s multimodal transportation network by providing an interconnection point for different modes of travel. Among the benefits of a properly planned and designed transit network are the provision of access to affordable public transit options to users who may not have access to or the ability to drive, safety enhancement, reduction of traffic congestion, and promotion of environmental sustainability. Transit relies on a strong multi-modal system; therefore, providing pedestrian and cyclist facilities in addition to vehicular access is essential to achieving the intended benefits of the transit network.

Public transit operators in Delaware include the Delaware Transit Corporation (DTC) as well as Southeastern Pennsylvania Transportation Authority (SEPTA) and Cecil Transit. DTC is an operating Division of DelDOT. In its role, DTC operates the State’s public transit system which also includes the planning of these services. DTC provides services that include but are not limited to fixed route including intercounty and seasonal bus, paratransit, Microtransit, and commuter train services through SEPTA. Paratransit is designed for customers with disabilities and includes door-to-door service whereas Microtransit is designed to serve all customers within a designated Microtransit service area and provides curb to curb service. The common public use facilities that DTC maintains to provide these services includes park-and-rides, transit centers, and bus stops. In its planning role, DTC performs outreach to the public as well as coordinates with other regional transit operators to obtain and provide feedback, comments, and requests directly to DelDOT’s project design teams.

DTC has a dedicated budget for designing and constructing transit facilities; however, in general, it is more economical to construct minor transit facilities as part of an existing planned DelDOT capital project. Accordingly, DTC will contact a project’s design team to recommend the inclusion of transit related facilities and infrastructure as part of the typical DelDOT project development process. These requests are most commonly for new bus stops but may also include requests for relocating existing bus stops, new or modified bus bays, new or upgraded pedestrian or cyclist facilities, addition of reserved bus lanes, or ITMS systems like transit signal prioritization. All such requests should be evaluated in relation to the project’s scope and with input from the appropriate DelDOT stakeholders. Inclusion of these facilities into a Federal-aid highway program project is permissible in accordance with 23 CFR 810. DTC may also originate large standalone projects for facility construction which are then assigned to appropriate DelDOT project development sections within DelDOT. It is noted that projects which receive funds through the Federal Transit Administration (FTA) may be subject to the federal oversight requirements in Title 49 of the Code of Federal Regulations which are not explicitly covered in this manual.

The primary design reference for transit facilities in Delaware is DTC Policy Implement DTC-05.01 entitled Bus Stop and Passenger Facilities Policy. Information on bus stop layout is included within DelDOT’s Standard Construction Details. Additional information on relevant transit facility design is included in the AASHTO Guide for Geometric Design of Transit Facilities on Highways and Streets, the AASHTO Guide for Park-and-Ride Facilities, and the AASHTO Guide for High-Occupancy Vehicle Facilities. DelDOT and DTC also collectively maintain common DTC Bus Dimensions which can be used as a reference as part of the project’s geometric design.

All transit facilities constructed must meet the requirements of the Americans with Disabilities Act (ADA). DelDOT’s ADA standards for facilities constructed within the public right-of-way are provided in the DelDOT Pedestrian Accessibility Standards (PAS) Manual. The United States Department of Transportation’s ADA requirements for transportation vehicles and passenger vehicles is provided in 49 CFR 38 and 49 CFR 39, respectively.

Transit facilities may require power. DTC prefers to supply power to its facilities through solar panels; however, in shaded areas or other areas where solar panels are not sufficient, a power hookup to the local electric utility may be required. In these instances, the project team should follow the process documented in DelDOT Design Guidance Memorandum 1-27 entitled Electric Power Service Request for Roadway Lighting, Traffic Signals, and ITS Equipment.

4.7 Construction Phasing, Sequencing, and Timing

Department Resources
Work Zone Safety and Mobility - Procedures and Guidelines
DGM 1-21: Use of Temporary Traffic Barrier in Work Zones
Guidelines for the Use of Uniformed Law Enforcement Officers in Work Zones
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy

The construction of a project has the potential to increase the risk of crashes and also commonly interrupts traffic patterns, thereby decreasing network mobility. Accordingly, transportation agencies evaluate a project’s construction-phase impacts and implement work zone management strategies to: ensure the safety of all multimodal users and workers; maintain access to properties within the work area; minimize delays, detours, and closures; and support timely project completion. Managing a work zone can consist of any combination of demand management, corridor/network management, safety management, traffic enforcement, and work zone traffic management. The design practice of selecting work zone management strategies that best balance the needs of the traveling public, workers, and other stakeholders with overall project constructability is referred to by many different names; however, for purposes of this manual, the practice is referred to as construction phasing and sequencing. Construction timing is also included in this section as it is directly correlated to the work zone management strategies that are implemented. This section outlines the design considerations that go into developing a project’s construction phasing and sequencing, as well as the deliverables which are to be produced as part of the DelDOT project development process.

Due to the importance of work zone safety and mobility, 23 CFR 630 Subpart J requires states to implement a policy for the systematic consideration and management of work zone impacts on all Federal-aid highway projects. 23 CFR 630 Subpart J further encourages states to apply their work zone safety and mobility policy to all projects regardless of funding source. In addition, 23 CFR 630 Subpart K requires states to develop policies, processes, procedures, or guidance which systematically address the use of positive protection devices to prevent the intrusion of motorized traffic into the work space and other potentially hazardous areas in the work zone; exposure control measures to avoid or minimize worker exposure to motorized traffic and road user exposure to work activities; other traffic control measures including uniformed law enforcement officers to minimize work zone crashes; and the safe entry/exit of work vehicles onto/from the travel lanes. DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines is the policy document DelDOT has developed to meet its obligation under 23 CFR 630 Subpart J and DelDOT’s Design Guidance Memorandum 1-21 entitled Use of Temporary Traffic Barrier in Work Zones and DelDOT’s Guidelines for the Use of Uniformed Law Enforcement Officers in Work Zones are the guidance documents that DelDOT uses to satisfy the requirements of 23 CFR 630 Subpart K. Collectively, these documents establish DelDOT’s practices for managing the safety and mobility aspects of all DelDOT projects and define DelDOT’s use of temporary traffic barrier in work zones, regardless of funding source. These federally mandated resources are further supported by DelDOT Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy. This policy establishes a uniform approach to minimizing traffic impacts resulting from planned lane and road closures and requires a formal coordination effort among DelDOT stakeholders to develop a strategy to complete necessary activities within a safe work zone that is least impactful to the transportation network and the traveling public.

DelDOT’s Traffic Safety section is staffed with construction phasing and sequencing subject matter experts. The section performs a critical role in the management of active work zones as well as in planning, designing, reviewing, and approving aspects of work zones being designed as part of the project development process. The section’s role in the DelDOT project development process varies depending on whether a project is developed through a professional services agreement or by DelDOT staff. For projects developed through a professional services agreement, the section will approve a project’s required detour plans and will review all other construction phasing and sequencing deliverables. For projects developed by DelDOT staff, the Traffic Safety section will develop many of the deliverables described in Section 4.7.2 upon the request of the design team. All project deliverables that are developed by the Traffic Safety section are to be reviewed by the design team for accuracy and consistency with the other elements of the project. Regardless of the Traffic Safety section’s role on a specific project, the section should be utilized as needed as subject matter experts and coordinated with as prescribed within this manual.

4.7.1 Design Considerations

Department Resources
DGM 1-21: Use of Temporary Traffic Barrier in Work Zones
Guidelines for the Use of Uniformed Law Enforcement Officers in Work Zones
DGM 1-24: Road User Cost (RUC) Analysis

DelDOT has an obligation to provide a safe work zone design for both workers and to the traveling public. At the same time, the safety of the work zone must be balanced appropriately with potential impacts to mobility and with project constructability. Many strategies can be employed to minimize traffic impact and increase safety; however, these strategies will have varying effectiveness based on a multitude of project specific factors. The strategies selected may impact a project’s anticipated construction duration. As such, it is crucial to consider construction duration in tandem with the strategies chosen when evaluating a project’s overall effect. A project’s construction must be evaluated both individually and holistically within the transportation network so its impacts can be mitigated to the furthest extent practical through the implementation of the necessary safeguards and provisions in the contract.

Work zone safety is increased by reducing the level of exposure to potential hazards for both users of transportation facilities and highway workers. Accordingly, a critical part of creating a safe work zone is evaluating the need for positive protection devices, traffic officers, and other exposure control measures. 23 CFR 630 Subpart K requires the use of positive protection devices in work zones on Federal-aid highway projects where there is an anticipated high operating speed and no means of escape from motorized traffic intruding into the workspace, unless there is an engineering study which determines otherwise. DGM 1-21 entitled Use of Temporary Traffic Barrier in Work Zones provides additional information on the use of positive protection devices in DelDOT’s work zones whereas DelDOT’s Guidelines for the Use of Uniformed Law Enforcement Officers in Work Zones provides guidance on the use of traffic officers.

Project constructability must also be considered in addition to a project’s impact on traffic and safety implications. Constructability considerations related to work zones include, but are not limited to:

• Access to the work – The contractor must be provided the ability to enter and exit the work zone as well as the appropriate access and operating space needed to complete all required work.
• Staging area – Contractors will require varying space on-site to be able to stage and complete all required work per the contract requirements. On-site staging areas required could include laydown space for construction elements and space to separate material stockpiles. A contractor may obtain additional staging areas in addition to any staging areas specified in the contract through agreements made outside of the contract between DelDOT and the contractor.
• Detours and alternate routes – Roadway closures can reduce construction time but can also create untenable congestion on detour or other alternate routes if not properly planned. Planned closures and detour routes should be considered at both the project level and considered regionally with other planned work in the area to mitigate potential undesirable traffic effects. DGM 1-24 entitled Road User Cost (RUC) Analysis provides a standardized methodology for calculating road user costs that are created by lane or road closures.
• Project overlaps – Traffic impacts can be exacerbated if project work zones are not coordinated. Therefore, concurrent work zones within the region should be proactively identified by the project team and plans made to coordinate activities to reduce overall effects to the public.

Effective coordination and communication are essential elements of a successful construction phasing and sequencing design. Accordingly, construction phasing meetings with key stakeholders are a critical tool that can be used to assess a project’s impact, prescribe measured and effective management strategies, and gain consensus and buy-in. In addition to coordinating with internal DelDOT stakeholders, it may also be beneficial to coordinate with external project stakeholders to develop a project’s construction phasing and sequencing. Coordinating with stakeholders external to DelDOT can provide the project team with a valuable understanding of local preferences and priorities. Section 4.7.1.5 provides additional information and consideration on construction phasing meetings. Additional information on coordinating with external stakeholders is included in Section 5.1 [NEEDS LINK]. All external stakeholder commitments made during the project development process are to be documented by the project team member making the commitment. The project team member making the commitment is to communicate the commitment made to all other pertinent team members including the staff that will administer the project’s construction. Typical external stakeholders that should be considered when developing a project’s construction phasing and sequencing include, but are not limited to:

• Residents and businesses,
• Transit owners and operators,
• Local or county governments,
• Other state agencies,
• Utility owners,
• Emergency services,
• Schools,
• Affected railroad owners and operators,
• Other affected transportation agencies, and
• Community special events/interest groups.

4.7.1.1 Work Zone Management Strategies

Department Resources
DE MUTCD
Work Zone Safety and Mobility - Procedures and Guidelines
Guidelines for the Use of Uniformed Law Enforcement Officers in Work Zones
Summary of Production Rates

Many work zone management strategies can be employed to control traffic during construction. Selecting the appropriate strategies is a function of a multitude of project specific factors. All temporary traffic control devices employed as part of a project’s selected work zone management strategies must meet the requirements of Part 6 of the DE MUTCD which sets forth basic principles and prescribes standards for the design, application, installation, and maintenance of traffic control devices for highway and street construction, maintenance operation, and utility work. DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines contains a comprehensive list of work zone management strategies as well as considerations associated with their use. Several of the more commonly used strategies employed in the State are as follows:

• Dictating work hours within a contract so that work is performed during off-peak hours, thereby reducing impact on the traveling public.
• Controlling lanes by performing closures and providing alternate routes, shifting traffic onto an available and usable surface, or reducing lane widths.
• Implementing strategies such as one-lane, two-way operation; two-way traffic on one side of divided highway (contraflow); and reversible lanes.
• Evaluating work zone speed and/or speed enforcement.
• Performing information campaigns or using smart work zones to inform road users of conditions and allow them to plan alternate routes as needed.
• Selecting alternate contracting techniques to mitigate potential traffic impact.
• Employing various accelerated construction methods to expedite work.
• Using uniformed traffic officers in accordance with DelDOT’s Guidelines for the Use of Uniformed Law Enforcement Officers in Work Zones.
• Including incentives/disincentives which compensates the contractor a certain amount of money for each day identified critical work is completed ahead of schedule and assesses a deduction for each day the contractor overruns the incentive/disincentive time.

All work zone management strategies selected must consider their effect on a project’s construction duration. Construction durations can be calculated based on assumed production rates. There are many ways to estimate production rates including through use of DelDOT’s published Summary of Production Rates. Assumed production rates should be discussed and confirmed with the administering Construction section as rates can be affected by many project specific factors. In general, providing larger areas for contractors to work will reduce contract duration but could also create a more significant impact on the traveling public. For example, providing a full road closure during construction may allow for the work to be completed quicker than if performed through intermittent lane closures; however, allowing only intermittent lane closures would require the work be performed outside of peak travel hours, thus potentially reducing overall user delay.

4.7.1.2 Work Zone Impact Assessment

Department Resources
Work Zone Safety and Mobility - Procedures and Guidelines
DGM 1-24: Road User Cost (RUC) Analysis
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy

A project’s work zone and associated temporary traffic control chosen for implementation are to be assessed in accordance with DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines to determine their effect on traffic. This assessment should occur early in the project development process and continue through project completion. Performance of proactive work zone impact assessments can reduce project delays and ultimately lower project costs. The level of assessment required varies based on the scope of the project as well as other project specific factors. In particular, the level of work zone impact assessment required is determined based on whether the project is determined to be significant in accordance with DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines. The final determination of a project’s significance is the responsibility of DelDOT’s Traffic Safety section. A formal project significance determination by DelDOT’s Traffic Safety section can be requested by the design team at any point in the project development process.

The work zone impact assessment should consider impacts on both highway workers and anticipated road users. In accordance with 23 CFR 630.1004, work zone impacts refer to work zone-induced deviations from the normal range of transportation system safety and mobility. Therefore, these impacts may extend beyond the physical location of the work zone itself, including upstream or downstream of the work zone location, other highway corridors, other modes of transportation, and/or the regional transportation network. The extent of work zone impacts will vary based on factors such as:

• Roadway functional classification and geometrics;
• Area type (urban, suburban, and rural);
• Traffic and travel characteristics (volumes, speeds, vehicle mix and classification, etc.);
• Type of work being performed;
• Type of temporary traffic control;
• Distance between workers and traffic;
• Availability of escape paths for workers;
• Time of day/night;
• Seasonal traffic increases and proximity to holidays; and
• Complexity and duration of the traffic impacts.

Work zones and the temporary traffic control strategies chosen for implementation can be assessed both qualitatively as well as quantitatively. Quantitative assessments are typically calculated in terms of delay, which can then be translated into a cost. DelDOT DGM 1-24 entitled Road User Cost (RUC) Analysis provides a standardized methodology for calculating road user costs that are created by lane or road closures. Road user costs consist of calculating both a delay cost and an operating cost along the affected route(s). Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy states that traffic delays and associated road user costs should be calculated for any planned lane or road closure. The calculated road user costs can then be used to inform the project’s allowable vehicular lane closure hours and roadway closures durations described in Section 4.7.2.1.1 and Section 4.7.2.1.2, respectively. DelDOT’s Traffic Safety section will develop the road user costs for contracts developed by DelDOT staff and will review road user costs developed on projects which are designed through professional service agreements.

4.7.1.3 State-Mandated Work Zone Requirements

The State of Delaware maintains several requirements in relation to work zones which must be evaluated as part of the construction phasing and sequencing design process. Though not mandated through regulation, DelDOT’s standard contract language requires that access to adjacent properties be maintained throughout construction; therefore, access must be considered by the project team during the design phase so that any required coordination and considerations for maintaining access can be included and prescribed into the contract prior to the construction phase.

4.7.1.3.1 Night Work

Department Resources
Policy Implement C-10: Construction Night Work

Construction work can be performed at night when there are generally lower traffic volumes to minimize disruption to traffic; however, night work can also create undesirable effects on surrounding land uses which must be considered. The use of night work is dictated by Bond Bill epilogue language. The Bond Bill epilogue language and DelDOT’s associated policy is summarized in Policy Implement C-10 entitled Construction Night Work. A key requirement of the policy is the distribution of a night work survey to gauge public opinion on the use of night work. It is considered best practice to send a night work survey to residents as part of the project development process unless DelDOT plans to fully prohibit the performance of night work as part of the contract. The appropriate time to send the night work survey within the project development process will vary based on many project specific factors. Sending a letter too early in the process may be detrimental as residents may move, the project related information in the survey is subject to change, and as residents may not remember completing the survey. Sending the survey too late and failing to obtain night work approval may necessitate significant and unexpected late project changes. DelDOT offers residents temporary relocation as part of the night work survey in accordance with the Bond Bill epilogue requirements. Requests for temporary relocations are to be brought to the attention of DelDOT’s Right-of-Way section.

In addition to the night work requirements included in the Bond Bill epilogue language, certain municipalities and counties throughout the State require the processing of a waiver. All necessary waivers should be completed prior to project advertisement. Waivers that require the inclusion of the contractor’s contact information should be submitted with a note that states that the information will be provided once it is known (i.e. after contract award).

All projects should include language on how night work will be considered and/or allowed. When relevant, the contract should dictate when in the construction phasing and sequencing that night work is acceptable and not acceptable.

4.7.1.3.2 Noise

7 DE Admin. Code 1149 (4.2.4) of the Delaware Administrative Code establishes maximum noise levels for construction operations, except in emergency situations, as 85 dBA (decibels A-weighted) at the receiving property for a period of one hour. Acceptable noise levels are further reduced between 10 pm to 7 am to 55 dBA. Additionally, municipalities and counties may have additional and potentially more stringent noise requirements.

4.7.1.3.3 Vibration

Vibration caused by construction activities must be limited in accordance with 7 DE Admin. Code § 1149 (6.6) of the Delaware Administrative Code. The design team should analyze the proposed work and the anticipated method of construction in relation to the class zones defined in 7 DE Admin. Code § 1149 (5) to determine if any further mitigation should be pursued to reduce the vibration on nearby properties. When deemed necessary, DelDOT can monitor the construction phase vibrations under contract special provisions to ensure compliance and monitor existing structure conditions. Additionally, municipalities and counties may have additional and potentially more stringent vibration requirements.

4.7.1.4 Alternative Contracting Techniques

Department Resources
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy

Department Resources
DGM 1-24: Road User Cost (RUC) Analysis

DelDOT typically delivers its projects through a project delivery method called design, bid, build. This method of contracting consists of an owner performing a design, soliciting bids and typically awarding the contract to the lowest bidder. There are alternative contracting techniques that can be considered which can aid in managing a project’s level of impact on the traveling public. Utilizing alternative contracting techniques is especially beneficial on large or complex projects to help mitigate traffic impacts. Alternative contracting techniques available for consideration are described in more detail in Section 6.1 of the Project Development Manual. Several of the more common contracting techniques used to mitigate impacts on traffic include Design-Build, Construction Manager/ General Contractor (CM/GC), and A+B Bidding. It is noted that the time value used for any A+B contracting method employed can be informed by the development of road user costs as described within DGM 1-24 entitled Road User Cost (RUC) Analysis.

4.7.1.5 Construction Phasing Meetings

A project’s selected work zone management strategies affect a broad spectrum of stakeholders. It is imperative to consider a project’s effects on stakeholders during the design phase to mitigate potential construction delays. To this point, DelDOT Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy requires that coordination be conducted during the project development phase so all parties understand the construction phasing and sequencing expectations and that those expectations can be communicated to the Executive Management Team and to the public.

Construction phasing meetings with project stakeholders are an extremely beneficial tool that the design team can use to assess a project’s potential impacts and plan mitigation strategies. These meetings should start as early as practical in the project development process but at a plan development stage sufficient to hold meaningful discussion with the project team. In addition to being called construction phasing meetings, these meetings are sometimes referred to as constructability meetings, work zone phasing meetings, and construction coordination meetings. These meetings and supplemental discussions should continue throughout the duration of the project development process. It is also important that the design team coordinate with any necessary external stakeholders that have the potential to control or otherwise affect work schedules including utilities, adjacent land uses, environmental regulatory agencies, or nearby railroads. These external stakeholders may have time-of-year restrictions, require notification before work starts, or require communication during the design and construction phases to coordinate the work among the DelDOT project as well as other affected entities. The DelDOT staff and sections that should be considered for attendance at these meetings include, but are not limited to:

• The administering Construction section,
• Traffic Safety section,
• The project’s Utility Coordinator and potentially utility companies,
• Erosion and Sediment Permits Engineer,
• Community Relations, and
• Other pertinent stakeholders as determined by the Project Manager.

Members of DelDOT’s Executive Management Team may also be invited to the meeting when determined necessary by the Project Manager.

Typical topics that are discussed at a construction phasing meeting include:

• Project purpose and need for context,
• General construction phasing and sequencing for all aspects of construction including utility relocations,
• Anticipated time-of-year restrictions,
• Work zone management strategies and associated temporary traffic control requirements,
• The need for any targeted public outreach campaigns prior to construction,
• The project’s general constructability,
• Phase and contract duration expectations,
• Work that must be done in advance of the project,
• Contracting techniques,
• Allowable work hours,
• Contract road user costs or other incentives or disincentives to control the work,
• Strategies to maintain access to surrounding land uses,
• Stakeholder commitments made,
• Transportation Management Plan (TMP) requirements (see Section 4.7.2.2),
• Potential conflicts or overlaps with other projects in the area,
• The suitability of any accelerated construction techniques,
• The need and methods for work zone monitoring, and
• Upcoming project milestones and schedule.

4.7.1.6 Pedestrian Accessibility

Department Resources
Temporary Service Interruptions Memorandum
PAS Manual

The Americans with Disabilities Act of 1990 (42 U.S.C. 12101 et seq.) requires that the existing pedestrian network be maintained in an accessible condition throughout construction. However, 28 CFR 35.133 does allow for temporary interruptions in service or access due to maintenance or repairs. DelDOT’s policy for the allowance of temporary interruptions is documented in a Department policy memorandum. Additional information on accessibility standards is included in Section 4.5 as well as in DelDOT’s Pedestrian Accessibility Standards Manual (PAS Manual).

4.7.1.7 Work Hour Restrictions Checklist

Department Resources
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy
Contract Work Hour Restrictions Checklist
Location Work Hour Restrictions Checklist

DelDOT Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy requires the completion of DelDOT’s Work Hour Restrictions Checklist before project advertisement or work order issuance. DelDOT’s Work Hour Restrictions Checklist is intended to document mutual commitments made during the construction phasing and sequencing design. DelDOT maintains two separate Work Hour Restrictions Checklists. DelDOT’s Contract Work Hour Restrictions Checklist are for projects that are advertised as a single advertisement whereas DelDOT’s Location Work Hour Restrictions Checklist is for locations or work orders issued under an open-end construction (IDIQ) contract. The checklist is to be completed by the design team and then circulated to the listed signatories with the most current plans and other documents determined necessary by the Project Manager. The completed road user cost calculations should also be included when the Work Hour Restriction Checklist is sent to the Traffic Safety section.

4.7.2 Project Deliverables

Department Resources
DE MUTCD
Standard Specifications
Standard Construction Details

The construction phasing and sequencing design and associated commitments made during the design process must be documented appropriately within the project deliverables to ensure that they are enforceable during the construction phase. The measures included in the contract for facilitating road users through a work zone is called the maintenance of traffic (MOT) plan in DelDOT and is referred to as the temporary traffic control (TTC) plan in the DE MUTCD. Requirements for a project’s MOT plan are established in the DE MUTCD, DelDOT’s Standard Specifications, and DelDOT’s Standard Construction Details. The scope and detail to be included in the MOT plan is determined by the project characteristics and the traffic safety and control requirements identified during the design process. In general, the contract must be prescriptive enough to communicate and enforce previous project team discussions but not so prescriptive as to overly restrict the contractor’s means and methods.

Important and potentially impactful requirements regarding a project’s construction phasing and

sequencing should be clearly included in the project deliverables to ensure the contractor understands the maintenance of traffic responsibilities associated with the project.

4.7.2.1 Contract Plans

Department Resources
Construction Plan Submission Checklist
Example Plans
DE MUTCD
BR-14-002: Guidance for Sequence of Construction for Bridge Replacement Projects

DelDOT projects commonly develop plan sheets entitled “Construction Phasing, M.O.T., and Erosion Control Plan” to provide detailed information describing the construction phasing and sequencing within the contract documents. The elements that should be included in these plan sheets are established in DelDOT’s Construction Plan Submission Checklist and Example Plans. The intent of these plans is to clearly identify the type and character of the proposed work together with any stakeholder commitments made during the design phase. Work zones that follow a typical application in the DE MUTCD should not repeat the TTC devices in the DE MUTCD in the contract plans. DelDOT maintains additional construction sequencing guidance for bridge replacement projects in Engineering Instruction BR-14-002 entitled Guidance for Sequence of Construction for Bridge Replacement Projects.

4.7.2.1.1 Intermittent Vehicular Lane Closures

Department Resources
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy

Department Resources
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy
Design Resource Center

It is often necessary to intermittently close vehicular lanes during construction operations to provide adequate space for the work. Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy states that allowable lane closure hours should be included in all contracts, including locations on IDIQ contracts, and maintenance operation activities which create lane closures. Information on allowable lane closures are typically displayed in the contract plans as a matrix. DelDOT’s Traffic Safety section will develop the lane closure matrix for contracts developed by DelDOT staff and will review lane closure matrices developed on projects which are being developed through professional service agreements. Suggested lane closure hours are included in Appendix A of Policy Implement C-09. The allowable lane closure hours should consider the duration of the closure, the number of lanes on the roadway, number of lanes affected by the work, the conditions created by the closure, traffic characteristics, constructability of the work within the hours provided, and nearby restrictions from other projects. Contract road user costs are to be included in the contract documents to enforce the allowable work hours. Additional information on including contract road user costs is provided in Section 4.7.2.3.1.

4.7.2.1.2 Vehicular Road Closures

Vehicular road closures may be used to accelerate construction or when intermittent lane closures will not provide adequate time or space to perform the construction. Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy requires that closure durations be included in all contracts, including locations on IDIQ contracts, and maintenance operation activities which create road closures. Unless approved otherwise by DelDOT’s Traffic Safety section, roadway closures will require the development of detour plans. DelDOT’s Traffic Safety section will provide a project’s detour plans for contracts developed by DelDOT staff and will review and approve detour plans on projects which are being developed through professional service agreements. Contract road user costs are to be included to enforce contract durations chosen. Additional information on including road user costs in a contract is provided in Section 4.7.2.3.1. Road closures or detours that are not the last phase of a project will need to be tied to a measurable interim project milestone. DelDOT maintains example detour plans for reference on the Design Resource Center.

4.7.2.1.3 Pedestrian Path and Bicycle Route Closures

Department Resources
Design Resource Center

Sometimes it may be necessary to temporarily relocate pedestrians or bicycle routes for construction activities. In these cases, pedestrian path and bicycle route detour plans are required. DelDOT’s Traffic Safety section will develop detour plans for projects developed by DelDOT staff and will review and approve detour plans on projects which are being developed through professional service agreements. DelDOT maintains example detour plans for reference on the Design Resource Center.

4.7.2.2 Transportation Management Plans (TMPs)

Department Resources
Work Zone Safety and Mobility - Procedures and Guidelines

A Transportation Management Plan (TMP) is defined by 23 CFR 630 Subpart J as strategies to manage the work zone impacts of a project. DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines requires the development of a TMP for all DelDOT projects. The information required in the TMP varies based on project scope and whether the project is determined to be significant in accordance with DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines. TMPs can range from the project’s TTC plans to a document which comprehensively addresses both a project’s transportation operations as well as its public information and outreach components. Additional information on developing a project’s TMP is included in DelDOT’s Work Zone Safety and Mobility - Procedures and Guidelines. 23 CFR 630.1012(c) requires that the project’s Plans, Specification, and Estimate (PS&E) package include the TMP or provide provisions for the contractor to develop a TMP at the most appropriate project phase based on the contracting method selected.

4.7.2.3 Lane or Roadway Closure Contract Enforcement

Department Resources
Policy Implement C-09: Planned Lane Restriction and Road Closure Policy
DGM 1-24: Road User Cost (RUC) Analysis

DelDOT Policy Implement C-09 entitled Planned Lane Restriction and Road Closure Policy and DGM 1-24 entitled Road User Cost (RUC) Analysis both encourage the use of mechanisms to enforce contract time restrictions whenever allowable lane closure hours or roadway closures are prescribed in a contract. Including enforcement mechanisms provides the administering Construction section with the tools necessary to enforce the provisions of the contract.

The primary enforcement mechanism DelDOT uses is contract road user costs which are discussed in Section 4.7.2.3.1. A lesser used enforcement mechanism of incentives/disincentives is described in Section 4.7.2.3.2. Contract liquidated damages are sometimes confused as a type of contract road user cost; however, liquidated damages is an amount that is payable to DelDOT by the contractor if the contractor fails to complete the project within the contract time. In accordance with 23 CFR 635.127, liquidated damages are included within the contract as a means to reimburse DelDOT for a range of project costs that at a minimum, are to cover the estimated average daily construction engineering costs associated with the type of work encountered on the project. Liquidated damages are discussed in more detail in Chapter 6.

All contract enforcement mechanisms are to be closely coordinated with the entire project team and especially the administering Construction section.

4.7.2.3.1 Contract Road User Costs

Department Resources
DGM 1-24: Road User Cost (RUC) Analysis
Road User Cost Example Template
Road User Cost Detour Example Template

Contract road user costs is a mechanism where the contractor is assessed either all or a portion of the road user cost calculated in DGM 1-24 entitled Road User Cost (RUC) Analysis as a penalty for violating the contract time restrictions. Contract road user costs are to be included on all contracts and work orders which contain provisions for lane or roadway closures. Provisions for contract road user costs are added to a DelDOT contract or work order by requesting a template through DelDOT’s Engineering Support section. DelDOT maintains two templates for contract road user costs:

• Road User Cost Example Template – This template is used when a road user cost is to be assessed for an intermittent lane closure closing early or opening late.
• Road User Cost Detour Example Template – This template is used when a road user cost is to be assessed for a roadway closure that exceeds its allowable contract duration.

Once the Road User Cost template has been completed and reviewed and approved by internal DelDOT stakeholders, it should be submitted back to DelDOT’s Engineering Support section for processing.

4.7.2.3.2 Incentive and Disincentives

Department Resources
Incentives/Disincentives Template

Contract incentives/disincentives describes a contract provision which compensates the contractor a certain amount of money for each day identified critical work is completed ahead of schedule and assesses a deduction for each day the contractor overruns the incentive/disincentive time. It is primarily intended for critical projects where traffic inconvenience and delays are to be held to an absolute minimum. Incentives/disincentives can be applied to a specific project milestone, overall project completion, or other elements to improve project delivery. DelDOT primarily uses incentives/disincentives provisions for critical bridge projects. The amount of the incentives/disincentives are based upon estimates of factors such as traffic safety, traffic maintenance, and road user costs. DelDOT maintains an Incentives/Disincentives Template that can be requested through the Engineering Support section. When used, the language and amounts should be closely coordinated with the entire project team, the administering Construction section, and with the Executive Management Team.

4.7.2.4 Timing Statements

Department Resources
PS&E Timing Statement Template
Timing Statement Guide
PS&E to Completion Date Contract Time Calculator
Preconstruction Timing Analysis Requirements

DelDOT timing statements are used to summarize a project’s construction phasing and sequencing and other pertinent work restrictions to arrive at a recommended contract duration. An approved timing statement is required prior to PS&E so that a contract duration can be included in the advertisement. Though required at PS&E, construction timing should be considered throughout the project development process to inform decisions on construction phasing and sequencing. Measured and reasonable construction durations in an advertisement are critical to balancing impacts to the traveling public with the goal of receiving cost competitive bids. In recognition of the importance of accurate durations in a contract, 23 CFR 635.121 requires that state Departments of Transportation (DOTs) maintain written procedures for determination of contract time for Federal-aid Highway Projects; however, DelDOT applies the same process to project’s regardless of funding source.

DelDOT’s PS&E Timing Statement Template as well as Timing Statement Guide are available online. In addition to the Timing Statement Guide, DelDOT also maintains a PS&E to Completion Date Contract Time Calculator that can be used as a tool to help estimate project milestones around the contract advertisement period. Projects that are developed through professional service agreements are to develop a critical path method (CPM) schedule as part of developing the timing statement in accordance with the requirements included in DelDOT’s Preconstruction Timing Analysis Requirements document. Development of a CPM schedule on projects developed by DelDOT staff is considered optional depending upon the size, scope, and complexity of the project. The design team should coordinate with project team members as needed while completing the PS&E Timing Statement Template to ensure an accurate contract duration. Once complete, the signed statement is to be uploaded into DelDOT’s Unifier software.

4.8 Roadway Drainage

Department Resources
Drainage Design Workflow

Roadway drainage design is defined as the practice of designing “systems that collect, convey, and discharge stormwater flowing within and along the highway right-of-way” by the FHWA’s Hydraulic Engineering Circular 22 (HEC-22) Manual. DelDOT is assigned responsibility for roadway and adjacent land drainage by 17 Del. C. Chap. 9 of the Delaware Code. The Delaware Code mandates that DelDOT cause adequate drainage of water along the right-of-way caused by construction, alteration, or changes to the natural contours of the land. This section summarizes the standards and practices that DelDOT utilizes to perform drainage design and serves to highlight roadway drainage design considerations relevant to the project development process. As such, this manual is not intended to establish the design methodologies or practices that are used to perform drainage designs within the State.

Roadway drainage design plays a critical role in maintaining the overall serviceability of the transportation network. Proper drainage removes water on or adjacent to the roadway. This reduces the likelihood of hydroplaning and provides a more suitable traveled way. Additionally, the prevention of standing water on and along the roadway helps extend the pavement structure as designed, throughout its lifetime. In general, roadway drainage systems are categorized into two types that often work in tandem:

• Open systems, which intercept and convey runoff through ditches, swales, or other natural or man-made channels, and
• Closed systems, which use inlets, pipes, and/or manholes to convey water.

Roadway drainage design involves two key components:

• Hydrologic assessment, to evaluate the quantity and timing of runoff for various design rainfall events, and
• Hydraulic design, to ensure the system has sufficient capacity to manage runoff without compromising the integrity of the road or surrounding environment.

DelDOT provides a recommended Drainage Design Workflow that illustrates the general steps required to complete a roadway’s drainage design. This resource also contains links to commonly used reference materials. Like many other elements of design, drainage design is an iterative process that builds upon itself. Therefore, interim quality control checks are encouraged to ensure that the drainage design is performed as efficiently as possible.

While software tools can assist in roadway drainage calculations, all deliverables must meet the documentation requirements outlined in the resources referenced in Section 4.8.2. Reports submitted to DelDOT must provide all necessary information, figures, and calculations for review. Submitted reports may include design software outputs as backup documentation for the standard design summaries.

4.8.1 Design Standards and Criteria

Department Resources
Road Design Manual

As with other elements of design, the benefit of conveying drainage is balanced by economic considerations. This balance is primarily achieved by following established design standards. The drainage design standards and associated design criteria unique to the State of Delaware are established in Section 6.2 of the DelDOT Road Design Manual. The Road Design Manual refers to both the FHWA’s HEC-22 Manual and AASHTO’s Drainage Manual as resources for performing roadway drainage design computations. FHWA provides additional drainage design related publications on its Hydraulics Publications webpage, offering a wealth of resources for further reference.

4.8.2 Design Documentation

Department Resources
Drainage Plan Submission Checklist
Sample Drainage Report

Standardization of drainage design documentation serves to expedite reviews and helps promote accuracy and consistency of practice across the State. Additionally, the creation of consistent and clear documentation ensures sound engineering practice while providing a record of decision-making at the project level. Drainage design documentation is primarily achieved through creation of a drainage report.

DelDOT maintains several resources to aid in the development of thorough and consistent drainage reports, including the DelDOT Drainage Plan Submission Checklist and Sample Drainage Report. DelDOT’s standard project development process requires the submission of a draft drainage report and a final drainage report. This staged delivery allows for the drainage design to be completed in phases commensurate with the overall project development process.

4.8.3 Design Considerations

There are many site-specific considerations that must be evaluated at the project level as part of the drainage design process. In general, a project’s drainage design should aim to preserve natural drainage patterns and existing drainage courses to the maximum extent practical, in consideration of the environmental impacts, construction/phasing costs, condition of existing drainage features, and long-term maintenance ramifications. In addition to designing new elements, the project’s drainage design should also consider its effect to the downstream network. Drainage design must also account for conflicts with other subsurface features along roadways including utilities, guardrail, and underground structure foundations. This section outlines several project development related considerations typically associated with roadway drainage design.

4.8.3.1 Tax Ditches

Department Resources
DelDOT Gateway
DGM 1-23: Tax Ditches
Right-of-Way Engineering Manual

Tax ditches are waterways that are constructed through petition filed in the Superior Court of the county in which all or the major portion of the area involved is located. Tax ditches are found in each county in the State with most located in Kent and Sussex County. Tax ditch construction and maintenance is funded through landowners (also referred to as taxables) that have come together to form a Tax Ditch Organization. A Tax Ditch Organization is considered a governmental subdivision of the State under Delaware Code. Delaware’s Tax Ditch Program is administered by the Department of Natural Resources and Environmental Control (DNREC) and established in 7 Del. C. Chap. 41. The design team should investigate for the presence of tax ditches within the project area during project scoping. Tax ditches are included within DelDOT Gateway under the “Hydrology – Tax Ditches” layer.

All potential impacts to these facilities must be carefully considered and mitigated during the design process. The design team must ensure the project does not negatively impact the function of the tax ditch and must also ensure future access for maintenance purposes. Depending on the level of project impact, the design team may need to perform direct coordination with the DNREC Drainage Program. The Project Manager should also coordinate potential impacts to temporary and permanent property rights with the Team Support section. The Team Support section is then tasked with creating agreements with the affected tax ditch managers. A Court Order Change (COC) may be required by DNREC anytime a special access right-of-way (SAR) is required to support alteration or maintenance of a tax ditch. A COC is a time-consuming process and must be properly accounted for in a project’s schedule accordingly. Further guidance on right-of-way considerations associated with tax ditches is prescribed in DGM 1-23 entitled Tax Ditches and the process for coordinating tax ditch agreements is outlined within the Right-of-Way Engineering Manual.

4.8.3.2 Pipe Materials

Department Resources
DGM 1-20: Revised Pipe Materials

Various pipe materials can be used to convey water. Accordingly, the material proposed for new conveyances must be specified within the drainage report and contract documents. DelDOT selects pipe material based on available cover, desired service lives, economic considerations, and any other factors that may affect the performance of the pipe (e.g., soil pH, type of water exposure, susceptibility to abrasion, fire, etc.). DelDOT’s pipe material selection guidance is provided in DGM 1-20 entitled Revised Pipe Materials. Close attention should be paid to pipe cover in relatively flatter areas of the state to ensure proper pipe cover.

4.8.3.3 Drainage Network Discharge

The discharge of roadway drainage involves both regulatory and practical considerations that must be addressed during the design process. It is essential to coordinate the location of outfalls with both the Water Resources section and the Environmental Stewardship Office to ensure that federal and state compliance requirements are met. Additionally, Section 4.10.1.2 should be referenced for guidelines on minimizing scour and erosion at outfall locations.

4.8.3.4 Safety Grates

Department Resources
DGM 1-15: Personnel Grate for Pipe Inlet
Standard Construction Details

There are multiple pipe end treatments available for use, each with a specific and appropriate application. DelDOT maintains specific guidance for installation of safety grates on pipe ends within DGM 1-15 entitled Personnel Grate for Pipe Inlet. A personnel safety grate is an additional component added to pipe end sections that are intended to prevent people and debris from entering the closed drainage system at inlet locations. These grates are not designed for vehicular loadings and should not be considered a traversable design. However, DelDOT maintains separate safety end structure details within its Standard Construction Details which are designed to accommodate vehicular loading in addition to preventing people and debris from entering the pipe. Additional information on roadside design is included within Section 4.11.

4.9 Stormwater Management

Department Resources
ES2M Wiki

The definition of stormwater management varies based on regulatory agency; however, stormwater management generally consists of both a water quantity control and water quality control component. 7 Del. C. § 4002 of the Delaware Code defines stormwater management strictly in terms of its components of water quantity and water quality control as follows:

• Water quantity control – A system of vegetative, structural, and other measures that controls the volume and rate of stormwater runoff which may be caused by land disturbing activities or activities upon the land.
• Water quality control – A system of vegetative, structural, and other measures that controls adverse effects on water quality that may be caused by land disturbing activities upon the land.

The Clean Water Act (33 U.S.C. 1251 et seq.) authorizes the United States Environmental Protection Agency (US EPA) to implement regulations for controlling stormwater runoff from drainage systems. Section 402 of the Clean Water Act allows the US EPA to delegate their authority to regulate stormwater runoff discharge to the states. The requirements of such state administered programs are contained in 40 CFR 123. Delaware, through the Department of Natural Resources and Environmental Control (DNREC), administers its own stormwater runoff discharge program which DelDOT’s projects are then subject to. DNREC’s implementing regulations are contained in 7 DE. Admin. Code § 5101 and referred to as the Delaware Sediment and Stormwater Regulations (DSSR).

7 DE. Admin. Code § 5101 (9.0) further allows DNREC to delegate provisions of the DSSR to Conservation Districts, counties, municipalities, or state agencies. DelDOT maintains status as a delegated agency under the DSSR and is therefore responsible for ensuring that projects comply with the requirements of the DSSR. DelDOT’s responsibilities include stormwater management and erosion and sediment control plan review and construction inspection for DelDOT projects and periodic maintenance inspection of constructed facilities.

Many sections within DelDOT perform roles in support of DelDOT’s responsibilities as a delegated agency. DelDOT’s Water Resources section is tasked with directly overseeing many of the project development related components associated with DelDOT’s delegated agency status. The Water Resources section will provide plan reviews and approvals, maintains technical resources and guidance, and is staffed with subject matter experts that can be consulted throughout the project development process. Among the resources that the section maintains is the DelDOT ES2M Wiki which provides guidance on a wide range of erosion and sediment control and stormwater management topics.

Stormwater is managed through the use of established best management practices (BMPs). 7 DE. Admin. Code § 5101 defines BMPs as “schedules of activities, prohibition of practices, maintenance procedures, and other management practices or measures to prevent or reduce the discharge of pollutants. BMPs include the following, among other practices and measures: structural and non-structural controls; treatment requirements; operating procedures and practices to control site runoff.” Stormwater management BMPs can require dedicated space within the project area to complete. This additional space may require acquisitions or may necessitate land dedication. Therefore, the need for stormwater management BMPs should be considered early in the project development process as they could increase the overall project area, cost, and duration.

Stormwater quantity management and compliance design will require performance of various hydrology and hydraulic (H&H) computations depending on a project’s scope. There are numerous H&H software suites that can be used to perform these calculations and/or iterations of work. Before performing any required H&H modeling, the design team should review DNREC’s list of approved H&H software to ensure adherence to DNREC’s requirements.

4.9.1 Project Development Process

Department Resources
Stormwater Checklist
ES2M Wiki – Concurrence Meeting Agenda
ES2M Wiki – Maintenance Only Projects

As with other design related tasks within the project development process, stormwater management design and coordination are generally performed in a stepped manner. DelDOT’s stormwater management design process is defined in Figure 4.9.1. A key component of DelDOT’s process is the performance of a concurrence meeting between the design team and the Water Resources section. Concurrence meetings encourage early and detailed conversation on both a project’s scope and path to compliance under the DSSR. DelDOT maintains a concurrence meeting agenda on its ES2M Wiki which should be used to guide these meetings and facilitate discussion. The Water Resources section also maintains a DelDOT Stormwater Checklist that should be completed prior to each milestone submission to ensure all required items have been addressed. DelDOT maintenance only projects follow a slightly different project development process which is defined on the ES2M Wiki.

Figure 4.9.1 – DelDOT Stormwater Management Project Development Process

4.9.2 Project Compliance

There are multiple avenues for a project to achieve compliance with the DSSR. DSSR requirements and subsequent compliance is largely determined by the nature of the land disturbing activity being performed, the total area that will be disturbed during the course of the project, and the degree to which the project results in net changes to existing land use. These three factors collectively influence the scope and type of BMPs that must be implemented. To assess and ensure compliance, projects may need to evaluate their stormwater impact under three defined design storm events:

• Resource Protection Event Volume (RPv): The post post-development annualized volume of runoff produced by the storm having a ninety-nine percent (99%) probability of occurrence, or the 1-year, 24-hour rainfall event. It is equal to the runoff volume generated by a 2.7 inch storm event.
• Conveyance Event Volume (Cv): the volume of runoff produced by the post-development storm having a ten percent (10%) annual probability of occurrence, or the 10-year, 24-hour rainfall event.
• Flooding Event Volume (Fv): the volume of runoff produced by the post-development storm having a one percent (1%) probability of occurrence, or the 100-year, 24-hour rainfall event.

The subsections that follow will provide detailed guidance on determining project thresholds, selecting appropriate stormwater control measures, and documenting compliance with DSSR requirements.

As further described in Section 4.9.2 [NEEDS LINK], project compliance can be achieved either by being under 5,000 SF of disturbance, meeting the requirements of a standard plan, or by documenting project compliance in a detailed plan.

4.9.2.1 Projects Under 5,000 SF of Disturbance

Certain land disturbing activities are specifically exempt from the requirements of the DSSR. A listing of activities that are exempt are included in 7 DE. Admin. Code § 5101 (1.4). The exemption most relevant to DelDOT projects is the exemption of total land disturbing activities of less than 5,000 square feet.

4.9.2.2 Standard Plan

A "Standard Plan" is defined by 7 Del. C. § 4002 as “a set of pre-defined standards or specifications for minor land disturbing activities that may preclude the need for the preparation of a detailed plan under specific conditions”. Project types for which Standard Plan Applicability is defined are included within 7 DE. Admin. Code § 5101 (3.7). The four project types most applicable to DelDOT activities as well as their application for Standard Plan approval are included in Table 4.9.2.2.

Table 4.9.2.2 – Typical Standard Plans for DelDOT

Project Type	Application for Standard Plan Approval
Minor Bridge and Culvert Construction	Minor Bridge and Culvert Construction Application for Standard Plan Approval
Sidewalk, Trail, or Other Linear Impervious Surfaces	Sidewalk, Trail, or Other Linear Impervious Surfaces Application for Standard Plan Approval
BMP Construction and Retrofit	BMP Construction and Retrofit Application for Standard Plan Approval
Demolition	Demolition Application for Standard Plan Approval

The Sidewalk, Trail, or Other Linear Impervious Surface Standard Plan type requires documentation that the curve number (CN) change between pre and post construction is less than 1. For these cases, DelDOT maintains a Standard Plan CN Worksheet that is to be used for documentation.

DelDOT projects that meet the requirements of a Standard Plan do not require the construction of a stormwater quality facility (stormwater management BMP); however, water quantity control must still be calculated and shown not to have an adverse impact. The design team should submit the following information to the Water Resources section for Standard Plan Approval:

• Completed application for Standard Plan approval for the applicable project type,
• The project’s drainage report,
• The project’s current and full construction plan set, and
• All applicable documentation to prove Standard Plan compliance including the Standard Plan CN Worksheet and supporting land cover and drainage area documentation.

4.9.2.3 Detailed Plan

Department Resources
ES2M Wiki – Project Level DURMM
ES2M Wiki – Cv & Fv Compliance Flowchart
ES2M Wiki – Stormwater Management Report Format

Detailed Plans are required for projects which are not exempt from the DSSR and which do not meet the applicability requirements of Standard Plans. A key tool required to document a project’s compliance with the DSSR for detailed plans is the Delaware Urban Runoff Management Model (DURMM) which is available on DNREC’s website. DURMM is an excel spreadsheet model that is used to assess stormwater management needs and determine runoff reduction shortfalls or credits. Detailed Plans require the development of a stormwater management report which documents general information about the project as well the project’s RPv, Cv, and Fv compliance.

RPv compliance requires the performance of a Project Level DURMM (PLD) to determine a project’s volume shortfall. Additional information on conducting a PLD is provided on DelDOT’s ES2M Wiki. Compliance is demonstrated by comparing the results of the PLD to the individual DURMM runs developed for a project’s stormwater management BMPs. This information is typically displayed via an overall credit/debit table.

Cv and FV compliance can be evaluated through use of DelDOT’s Cv & Fv Compliance Flowchart and through use of any required hydrology and hydraulic (H&H) methods. The DelDOT Cv & Fv Compliance Flowchart outlines when Cv and Fv values are acceptable under different proposed conditions. It is important to note that meeting the requirements as shown on the flowchart does not release the designer from meeting other drainage requirements as outlined in Section 4.8.

A project’s Stormwater Management Report is to follow DelDOT’s standard Stormwater Management Report Format. All submissions, interim and final, should be provided electronically. The report should include all data, drawings, charts, maps, calculations, and explanations needed which lead to a clear understanding of the studies performed, methods and criteria used, results obtained, and conclusions reached. Though DelDOT provides a standard format, the design team should work with the Water Resources section during development so that the report format can be tailored to meet a project’s individual documentation needs.

4.9.3 Stormwater Management Facility Number Request

Department Resources
BMP identification form

A BMP identification form must be completed for each post construction stormwater management BMP proposed on the project. The form is completed by the design team and submitted to DelDOT’s Water Resources section. The BMP identification form assigns a final BMP number and outlines key data of the BMP like location, BMP type, facility dimensions, load reductions, etc.

4.9.4 BMP Design Guidance and Requirements

Department Resources
ES2M Wiki – Design Guidance
ES2M Wiki – Model Plans
Design Resource Center Example Plans

DelDOT is required to adhere to the requirements in the DSSR. Information within the DSSR, as well as additional supplementary design guidance related information, is also provided in DNREC’s Post Construction Stormwater BMP Standards and Specifications. DelDOT provides additional DelDOT specific BMP design guidance within its ES2M Wiki. DNREC has published Regulatory Guidance Memorandum RGM-1 that outlines the adoption of NOAA (National Oceanic and Atmospheric Administration) rainfall distribution curves.

All stormwater management BMPs should be clearly presented in the contract plans. Example Stormwater Management Plans are provided both on DelDOT’s ES2M Wiki as well as on DelDOT’s Design Resource Center. Additional information on plan presentation is included in Chapter 6.

4.9.5 Design Considerations

There are numerous stormwater management project development and design related considerations in addition to the requirements in the DSSR and additional guidance provided in DNREC’s Post Construction Stormwater BMP Standards and Specifications. This section outlines several common stormwater management considerations to ensure efficient project delivery and future intended BMP function. The topics included within this section should not be considered an all-encompassing list of pertinent project development and design-related considerations.

4.9.5.1 Soil Investigations

The DSSR requires varying levels of subsurface soil investigations based on BMP facility type. These soil investigations may be required to support the design or be performed during the construction phase to confirm assumed facility design parameters. The scope of the soil investigation required should be identified early in the project development process so that the required activities can be properly budgeted and scheduled. Required stormwater management soil investigation activities should be coordinated with other soil investigations to the extent practical. Additional guidance on soil investigation practices can be found in Section 4.14.2 and the methods for requesting the investigation can be found Section 3.7.10. Refer to DNREC’s Post Construction Stormwater BMP Standards and Specifications for additional information on the level of soil investigations required.

4.9.5.2 Stormwater Management BMP Maintenance Access

Stormwater management BMPs require maintenance throughout their operational lives to provide their intended function. Accordingly, post construction maintenance for stormwater management BMPs in Delaware is prescribed in the DSSR. Additionally, the DSSR also prescribes specific maintenance access requirements. Beyond the prescribed requirements within the DSSR, consideration should be given to how DelDOT forces will access the BMP and their equipment needs to perform routine inspection, maintenance, repair, and rehabilitation activities throughout the life of the facility. The maintenance access routes must be designed to accommodate various maintenance tasks including mowing or use of other heavy machinery. In addition, there are various design elements that must be considered including barrier placement, slopes, and specific geometry of the site.

4.9.5.3 Stormwater Management BMP Facility Sequence of Construction

Proper stormwater management BMP construction sequencing balances the benefit of trapping sediment during construction with long term performance considerations for the facility. DelDOT provides

Department Resources
ES2M Wiki – SWM facility sequence of construction

suggested SWM facility sequence of construction for a few common stormwater facilities. These project notes are meant to be used as a guide and should be evaluated and altered as needed based on the circumstances associated with a specific project.

4.9.5.4 Shared Stormwater Management Facilities

In some cases, it may be advantageous for DelDOT to establish agreements with external entities to share stormwater management facilities for roadway and development use. In these cases, DelDOT is to establish joint use agreements which clearly describes ownership and future maintenance responsibilities. The potential need for these agreements should be identified as early as possible in the project development process and brought to the attention of DelDOT’s Water Resources section, NPDES Engineer, and Real Estate section. The DelDOT Water Resources section will not approve a project conveying stormwater to a BMP of which DelDOT does not possess adequate property rights without an executed stormwater agreement or confirmation of adjacent landowner to enter into a stormwater agreement concerning that BMP. DelDOT’s agreement development process is discussed in more detail in Section 5.2.3 [NEEDS LINK] and property rights are discussed in more detail in Section 5.5 [NEEDS LINK].

4.9.5.5 Select Watersheds in MS4 Permitted Areas

Department Resources
ES2M Wiki – Concurrence Meeting Agenda

DelDOT’s MS4 permits require additional water quality goals to be met in selected watersheds, above and beyond the requirements of the DSSR. DelDOT’s Concurrence Meeting Agenda identifies the selected MS4 watersheds with these additional water quality goals. Representatives from DelDOT’s NPDES Program may participate in the project’s stormwater management concurrence meeting at their discretion depending on the project’s scope to evaluate if additional water quality measures can be added to the project for MS4 compliance when the project occurs within these selected watersheds. Some potential adaptations may include, but are not limited to, upsizing a BMP for increased water quality crediting, including a stream or outfall restoration, adding soil amendments for enhanced pollutant reductions, or including a reforestation component. Adding such measures to a capital project is typically more economical than developing standalone project(s) for MS4 compliance. Additional information on MS4 permits is provided in Section 5.3.2.2.2.1 [NEEDS LINK].

4.10 Erosion and Sediment Control

Land disturbing activities, like DelDOT construction projects, expose bare soil surfaces which can lead to adverse impacts to the environment such as degradation of surface water quality, damage to adjacent land, and deterioration of aquatic habitat if not properly controlled through appropriate erosion and sediment control measures. Within Delaware, erosion and sediment control means the control of solid material, both mineral and organic, during a land disturbing activity, to prevent its transport out of the disturbed area by means of wind, water, gravity, or ice. There are various erosion stages including raindrop, sheet, rill and gully, and stream and channel. Similarly, there are various types of erosion and sediment control to manage these erosions. These controls can be either permanent, where they exist for the life of the facility, or can be temporary where they are used during construction, cleaning, or other activities.

Stormwater management as described in Section 4.9 and erosion and sediment control are intrinsically connected, as both address the interaction between water, soil, and land surfaces. Ineffective stormwater management can lead to increased runoff volumes and flow rates, which in turn exacerbate soil erosion and mobilize sediment along with other pollutants. In addition to their functional relationship, stormwater management and erosion and sediment control are also aligned through regulatory requirements. For instance, both DNREC and DelDOT require the integration of stormwater and erosion and sediment control planning into a single Stormwater Pollution Prevention Plan (SWPPP). A SWPPP must be prepared and approved prior to the commencement of any land disturbing activity, unless the project qualifies for an exemption.

Erosion and sediment control practices are governed by a combination of federal and state laws and regulations developed to protect water quality and minimize environmental impacts from land disturbing activities. Erosion and sediment control requirements in Delaware are contained in 7 DE. Admin. Code § 5101 which is commonly known as the Delaware Sediment and Stormwater Regulations (DSSR). The DSSR establishes the framework for managing stormwater and controlling erosion and sedimentation during construction and requires the development of a project specific erosion and sediment control plan that describes the relationship between the implementation and maintenance of erosion and sediment controls, including permanent and temporary stabilization and the various stages or phases of earth disturbance and construction for projects disturbing over 5,000 SF. As part of these regulations, the DNREC Erosion and Sediment Control Handbook is incorporated by reference and serves as a key technical guide for design and implementation of erosion and sediment control best management practices (BMPs). The handbook is supported by legal authority under 7 Del. C. § 4006(h) and (i). The DSSR and its regulatory authority and purpose are described in more detail in Section 4.9.

As described in Section 4.9, DelDOT is considered a delegated agency under the DSSR and is therefore responsible for ensuring that all projects comply with the requirements of the DSSR. Though many sections within DelDOT perform roles related to DelDOT’s maintenance of its delegated agency status, it is DelDOT’s Water Resources section that is tasked with directly overseeing many of the project development related components associated with DelDOT’s delegated agency status. The Water Resources section provides plan reviews and approvals, maintains technical resources and guidance, and is staffed with subject matter experts that can be consulted throughout the project development process.

4.10.1 Design Requirements and Guidance

Department Resources
Standard Construction Details
ES2M Wiki – DelDOT Erosion and Sediment Control Design Guide
ES2M Wiki – Mulching / E&S Guidance (2017)
ES2M Wiki
ES2M Wiki - Maintenance Only Projects

Erosion and sedimentation are accelerated through bare soil surfaces. Providing a vegetated or otherwise stabilized surface is critical in controlling erosion as it shields the soil surface from raindrop impact, provides a root system to hold soil particles in place, enhances the soil’s capacity to absorb water, reduces runoff velocity, and removes subsurface water between storm events through the process of evapotranspiration. A proper understanding of the existing and proposed conditions at a site is required so that control measures can be prescribed efficiently. Consideration should be given to understanding the hydrologic conditions of the site, identifying any environmentally sensitive areas, and determining and evaluating any temporary drainage patterns that will be created by the project.

During construction, the erosion and sediment controls must be maintained as prescribed within the project’s SWPPP. A Certified Construction Reviewer (CCR) will have scheduled walk-throughs to ensure control measures are properly installed and functioning correctly. Therefore, it is critical that erosion and sediment control measures be prescribed accurately during the design phase. DelDOT maintains several resources that can be used to supplement the requirements in the DSSR and in the DNREC Erosion and Sediment Control Handbook. Among those resources are the DelDOT ES2M Wiki, the Mulching / E&S Guidance (2017), and Erosion and Sediment Control Design Guide. DelDOT has additionally established details for several erosion and sediment control BMPs within the Standard Construction Details. DelDOT also provides separate guidance on Maintenance only projects on its ES2M Wiki.

4.10.1.1 Channel Lining Selection

Department Resources
ES2M Wiki – Channel Lining Selection Chart

The selection of a proper channel lining is an essential erosion and sediment control measure. The channel lining serves to protect the open channel from erosion, maintains structural integrity, and ensures long-term performance under varying flow conditions. Selecting the appropriate lining material is based on calculated shear stress values which are determined based on the slope of channel and depth of flow. Channel linings should be prescribed in accordance with DelDOT’s Channel Lining Selection Chart.

4.10.1.2 Pipe Outfalls

Department Resources
ES2M Wiki – Pipe Outfall Design Guidance for Scour Protection

Pipe outfalls, if not properly designed and protected, can create significant scour and erosion at discharge points. High-velocity flows exiting a pipe can rapidly erode the surrounding soil, undermine structures, and damage downstream channels or slopes. DelDOT provides guidance for prescribing pipe outfall protections through its Pipe Outfall Design Guidance for Scour Protection guidance posted on the ES2M Wiki. This resource provides guidance on when to prescribe outfall protection and on the type of scour protection to use. Additionally, drainage network discharge locations should be evaluated and considered in accordance with guidance provided in Section 4.8.3.3.

4.10.1.3 Limits of Disturbance over 20 Acres

7 DE. Admin. Code § 5101 (4.4) requires that no more than 20 acres be disturbed at any one time unless an exception is approved. This requirement necessitates the phasing of construction projects where over 20 acres are planned to be disturbed by the work. If an exception to this requirement is approved, site stormwater management BMPs are required based on the 2-year storm event with bare earth conditions.

4.10.2 Construction Phase Support

It is important for the design team to stay involved and support the project from an erosion and sediment control perspective once a project enters the construction phase. As a delegated agency, DelDOT will monitor the project site and evaluate the effectiveness of the erosion and sediment control measures and practices during the construction phase. It is often necessary for the original design team to assist in processing plan redlines or implementing revisions if issues or deficiencies are identified to ensure continued regulatory compliance and functional performance of the erosion and sediment control systems. The level of support required from the design team will vary by project.

4.11 Roadside Design

Department Resources
Clear Zone and Lateral Offset Application Discussion
DGM 1-30: Guidelines for Median Barrier on Divided Highways

The AASHTO Roadside Design Guide defines roadside design as the design of the area outside the traveled way. There are various features located within the roadside which serve different purposes. These features include but are not limited to roadway drainage facilities, highway signage, public or private utilities, bridge piers, sidewalk furniture, trees or other landscaping, and access to adjacent land uses. The AASHTO Green Book and AASHTO Roadside Design Guide establish the concept of lateral offset for vertical features so their presence does not adversely impact vehicles operating on the roadway and parked vehicles.

As described in Section 4.2, there are many design considerations associated with providing motorists with a high degree of safety within the traveled way. However, even when all applicable design criteria are met, there will be cases where motorists will leave the roadway and enter the roadside. Given the frequency and potential severity of roadway departures, it is essential to evaluate roadside safety as part of a project’s design process. The AASHTO Roadside Design Guide presents the latest national state-of-the-practice in roadside safety design. A key tenant of roadside safety design is that an errant vehicle should be provided a clear recovery area. This clear recovery area is commonly referred to as the clear zone and its suggested dimensions are provided in the AASHTO Roadside Design Guide. The AASHTO Roadside Design Guide also provides recognition that the clear zone defined within the guide may not be applicable to urban locations and therefore, introduces the concept of an enhanced lateral offset. DelDOT provides additional discussion on these concepts and their applications within its resource entitled Clear Zone and Lateral Offset Application Discussion.

Traffic barrier is commonly used in roadside design to shield obstacles but should not be placed indiscriminately. Instead, it should only be used where warranted and where striking the barrier is considered less hazardous than striking the obstruction which the barrier is meant to protect. The AASHTO Roadside Design Guide provides guidance on traffic barrier warrants and the traffic barrier applications that are available for use. In addition, DelDOT maintains DGM 1-30 entitled Guidelines for Median Barrier on Divided Highways which establishes DelDOT’s practices for installing median barrier on access-controlled and non-access controlled divided roadways in Delaware.

Roadside safety design requires a careful consideration on the benefit and cost of improvements at the project level, given the finite budgets and resources available to make transportation improvements. In general, it is more cost-effective to include roadside improvements on new construction or major reconstruction projects (4R projects), as these projects offer the greatest opportunity for implementing roadside enhancements. As highlighted in the AASHTO Roadside Design Guide, roadside improvements are to be considered commensurate with the project’s scope. Providing for the highest level of roadside design criteria on all projects, regardless of cost or safety effectiveness, may divert resources from other projects or initiatives which can result in system-wide safety remaining static or even being degraded.

4.11.1 Utilities

Public utilities are commonly accommodated within the public right-of-way due to their societal benefits; however, the accommodation of utilities within the public right-of-way may result in the addition of facilities that act as roadside obstacles. The federal regulations dictating the accommodation of utilities in the right-of-way in relation to the clear zone on Federal-aid projects is included in 23 CFR 645.209. 23 CFR 645.209(b) requires that no new above ground utility be placed inside of the established clear zone of the highway unless a determination has been made by the project team that placement underground is not technically feasible or is unreasonably costly and there are no feasible alternate locations. In cases where new aboveground utilities are permitted, they are to be located as far from the traveled way as possible, preferably along the right-of-way line. 23 CFR 645.209(a) notes that the lack of sufficient right-of-way width to accommodate utilities outside the desirable clear zone, in and of itself, is not a valid reason to preclude utilities from occupying highway right-of-way on Federal-aid projects.

Delaware’s regulations dictating the accommodation of utilities in the public right-of-way in relation to a project’s clear zone is contained in 2 DE. Admin. Code § 2401 (4.5.2.3). The administrative code requires that aboveground utility facilities be placed consistent with the project’s clear zone. If the project’s utilities cannot be placed consistent with the project’s clear zone, then the feature is to be made breakaway unless placed as close to the public right-of-way line as feasible.

Additional information on the utility coordination process is included in Section 5.4 [NEEDS LINK].

4.12 Value Engineering

Department Resources
Policy Implement D-05: Value Engineering
Construction Manual

DelDOT, like other transportation agencies, has limited funding available for delivering its transportation program. For this reason, it is important that project costs be judiciously considered at the project level. In general, as the cost of a project increases, so does the potential savings realized by critically assessing the project to optimize value. 23 CFR 627.1 requires that states establish and maintain a program to perform value engineering analyses as part of a state’s typical project development process. DelDOT’s policy for performing value engineering analyses is established in Policy Implement D-05 entitled Value Engineering. For purposes of this manual, a value engineering analysis is a systematic process of reviewing and assessing a project by a multidisciplinary team, with no prior direct project involvement, to provide recommendations for achieving the project’s needed function while also considering community and environmental commitments, safety, reliability, efficiency, and overall life-cycle cost in a manner which optimizes the value and quality while reducing project delivery time.

DelDOT’s value engineering program is administered by the Engineering Support section; however, it is the design team’s responsibility to monitor and assess a project throughout its life and determine whether a value engineering analysis is required or would otherwise be beneficial in accordance with the Selection of Projects criteria defined in Policy Implement D-05. There is no federal allowance to waive the performance of a value engineering analysis for a Federal-aid project on the National Highway System (NHS) or major projects as defined by 23 U.S.C. 106(h). Therefore, to ensure that unexpected costs don’t create late project development exceedance of these threshold amounts, it is DelDOT best practice to conduct a value engineering analysis for Federal-aid projects on NHS routes with projected total costs of all funding phases at or above $35 and $45 million dollars for bridge and roadway projects, respectively. The performance of a value engineering study may be waived when the project is not on the NHS and is only using state funding in accordance with Policy Implement D-05. The specific roles, responsibilities, and processes for conducting a value engineering analysis are contained in Policy Implement D-05.

The timing of the value engineering analysis is critical to achieving the benefit of the study, and there is flexibility on when the analysis can occur within the project development phase. 23 CFR 627 and DelDOT Policy Implement D-05 only require the performance of a value engineering analysis prior to final design and all approved recommendations incorporated prior to the project’s PS&E. 23 CFR 627 encourages conducting the value engineering analysis as early as practicable in the project development process but also provides recognition that their timing should be closely coordinated with other project development activities to minimize the impact approved recommendations might have. The decision on when to conduct the value engineering analysis within the project development process is ultimately left to the discretion of the design team. This decision must consider the time it takes to prepare for, conduct, and implement approved changes. Policy Implement D-05 provides additional considerations and alternatives related to the timing of the value engineering analysis within the DelDOT project development process.

Where a value engineering analysis is required by Policy Implement D-05 or otherwise desired for a project using the design-build project delivery method, the value engineering analysis is to be conducted on the request for proposals document or other applicable solicitation documents. CM/GC projects that meet the Selection of Projects criteria in D-05 are required to have a value engineering analysis completed and approved recommendations incorporated into the contract documents prior to requesting a construction price from the CM/GC contractor in accordance with 23 CFR 627. Alternative contracting methods are discussed in more detail in Section 6.1 [NEEDS LINK].

Contractors are permitted to submit value engineering proposals during the construction phase in accordance with DelDOT’s standard contract language. The review process and the handling for these value engineering proposals are detailed in DelDOT’s Construction Manual.

4.13 Resiliency and Sustainability

Department Resources
[2]

Integrating resiliency and sustainability principles into the design of transportation facilities has become an increasing point of emphasis for DelDOT and other transportation agencies across the country to combat the effects of climate change and associated sea level rise and flooding. Proactively incorporating resiliency and sustainability considerations into the DelDOT project development process enhances public safety, strengthens and protects infrastructure, and supports the long-term viability of the transportation network. DelDOT’s Resiliency and Sustainability section was created to centralize DelDOT’s efforts to improve the resiliency of DelDOT’s transportation network and refine its focus on sustainability.

In general, there is no one size fits all design solution for incorporating resiliency and sustainability practices into a project; instead, incorporation usually consists of striking a balance between economic, social, and environmental factors in a manner that supports the ongoing planning, development, operation, and maintenance of an ‘enduring’ transportation system. Design considerations directly related to resiliency and sustainability include roadway and bridge elevations, roadway and roadside materials, strengthening bridges against scour, designing drainage systems capable of handling increased precipitation, and overall system planning for future transportation facilities. The Resiliency and Sustainability section is actively developing design guidance that will be incorporated into this manual as it becomes available.

There are several tools available that can assist the design team make informed judgements on how sea level rise will affect their project. Several of these tools are summarized in Table 4.13. Additional information on Resiliency and Sustainability is included on DelDOT’s Resilience and Sustainability website and in Delaware’s Climate Action Plan.

Table 4.13 – Sea Level Rise Tools

Tool	Link
Delaware Flood Planning Tool	https://floodplanning.dnrec.delaware.gov/
NOAA SLR GIS Viewer	Sea Level Rise and Coastal Flooding Impacts

4.14 Materials

Department Resources
Materials Manual

The use of quality materials to construct a project helps ensure a lasting product with reduced future maintenance requirements. In addition to the quality of the materials, it is also important to consider the environment in which the material will be placed to enable intended performance. DelDOT’s Materials and Research section is staffed with experts that oversee DelDOT’s materials related programs and processes. Among the project development related functions that the section oversees includes:

• Administering a material quality assurance program that meets the requirements of 23 CFR 637 for Federal-aid Highway Projects, which consists of testing materials at project sites and production facilities for compliance with specifications and plans,
• Providing existing site investigative services including performing soil borings, pavement cores, and pipe video inspection,
• Recording and maintaining information related to material usage on DelDOT contracts and Department issued permits and agreements,
• Performing pavement design and providing pavement structure recommendations,
• Providing recommendations concerning the suitability of materials to be utilized during construction,
• Approving material sources of supply prior to construction, and
• Maintaining approved material lists.

This section outlines several material related project development considerations that should be evaluated by the design team. Additional information on the Materials and Research section is included in DelDOT’s Materials Manual. It is noted that DelDOT follows the same material quality assurance program procedures regardless of funding source.

4.14.1 Pavement Design

Pavement design is one of the key functions that is performed by DelDOT’s Materials and Research section. Discussion on the considerations associated with pavement design is included in Section 4.2.2.

4.14.2 Subsurface Strata Investigation

Subsurface strata investigations are typically referred to as soil borings. Soil borings provide information on the physical and mechanical properties of soil to assess its suitability for different purposes as well as detects for the presence of groundwater. The performance of soil borings is needed for the design of certain transportation infrastructure as described within this manual.

There are numerous procedures and techniques available for obtaining subsurface strata information and in-situ samples. The level and type of investigation required is dependent on many factors including previous investigations performed in the area and the elements of the proposed design. The Materials and Research section will work with the design team to determine the level of subsurface investigation that is needed on an individual project.

Additional information on requesting soil borings is contained in Section 3.7.10. Soil borings can either be performed through DelDOT’s on-call drilling agreements or other professional service agreements. This section summarizes DelDOT’s recommended subsurface strata investigation practices which have proven successful in this state. These practices are to be followed unless agreed upon otherwise by the Materials and Research section. Following these practices will ensure uniform sampling, testing, and documentation across DelDOT’s various programs.

4.14.2.1 Soil Boring Practices

Department Resources
DOH-19

Soil borings should be performed at the planned locations; however, there may be instances where field conditions will not permit boring at the planned location. When conditions do not permit drilling at the planned location, the soil boring may be relocated within a 20-foot radius of the planned location after concurrence is received from the DelDOT Geotechnical Engineer.

Soil borings for signal foundations should be requested to a depth of 40 feet unless there are extenuating circumstances. Deviations from the recommended 40-foot depth should be confirmed by DelDOT’s Geotechnical Engineer.

Strata encountered is to be visually and manually classified in accordance with the procedures contained in DOH-19. Soil samples obtained are to be carefully handled to ensure that the material is as undisturbed from site conditions as feasibly possible. Soil samples obtained during a subsurface investigation are put in airtight bags to preserve the moisture and fine material contents.

Soil strata exploration is to adhere to the following practices:

• Continuous sampling for the top 20 feet of boring,
• Standard Penetration Testing (SPT) in 5 feet intervals thereafter,
• n-Value determined in 6-inch intervals with 24-inch spoon, and
• 140 lb. hammer dropped 30 inches.

If rock is encountered, it must be noted on the boring log. Sample length, recovery, rock quality designation (RQD) to the nearest percent, and description must be recorded. Rock samples are to be cataloged and photographed with measurements in the sample boxes before handling or being disturbed. Rock samples must be stored by the design team or driller during the design phase and turned over to the Delaware Geological Survey at the University of Delaware after design is complete.

Stormwater related investigations are to follow the applicable requirements of 7 DE. Admin. Code § 5101. Test results are to be submitted to the DelDOT Geotechnical Engineer and the DelDOT Water Resources Engineer.

4.14.2.2 Soil Boring Testing and Reports

Once the field work is complete, the collected soil samples will be tested, and all collected field and laboratory obtained information will be compiled into various reporting formats. This section describes the reporting and testing information that is to be compiled. When drilling is performed under professional service agreements other than the DelDOT on-call drilling agreements, all the following are to be submitted to the DelDOT Geotechnical Engineer:

• Boring logs,
• Associated drilling logs,
• Laboratory analyses,
• Location plans, and
• Geotechnical reports.

4.14.2.2.1 Boring Logs

Boring logs are used to summarize the soil boring exploration. Boring logs submitted to DelDOT must include the following information at a minimum:

• Project number.
• Project name.
• Boring number with unique identifier. Do not use B-1 or SB-1 on every project. The boring log number is to be job specific, for example Dupont Highway Boring #1 could be DH-1.
• Northing and easting of each boring.
• The model of drilling rig being used.
• Names of the driller, logger, and any helpers.
• The date the boring is started and the date of completion.
• Sample recovery in inches for each sample as well as the 4 blow counts per spoon.
• Depth water is encountered, depth of water at completion, and depth the hole caved.

4.14.2.2.2 Laboratory Testing

All recovered samples are to be tested, not just select samples or locations of strata changes. Material description and classification is to be performed in accordance with the AASHTO classification system and not with the Unified Soil Classification System (USCS). All requested laboratory testing must be completed by an AASHTO accredited laboratory certified in the scope of the requested material testing. The standard laboratory soil testing to be performed on collected samples includes the following:

• Moisture content in accordance with AASHTO T265 Standard Method of Test for Laboratory Determination of Moisture Content of Soils,
• Particle Size of Soil in accordance with AASHTO T88 Standard Method of Test for Particle Size Analysis of Soils,
• Liquid Limit of Soil in accordance with AASHTO T89 Standard Method of Test for Determining the Liquid Limit of Soils,
• Plastic Limit of Soil in accordance with AASHTO T90 Standard Method of Test for Determining the Plastic Limit and Plasticity Index of Soils, and
• Organic content in accordance with AASHTO T267 Standard Method of Test for Determination of Organic Content in Soils by Loss on Ignition.

Additional testing may be requested when determined necessary for the project. These additional tests should be coordinated with the DelDOT Geotechnical Engineer.

4.14.2.2.3 Soil Boring Report

Once the field work is complete and all collected samples are analyzed and tested, the results of the soil boring investigation will be documented into a Soil Boring Report. The Soil Boring Report summarizes all field data and laboratory test results. Soil Boring Reports generated by the DelDOT Geotechnical Engineer will include the following:

• Soil profile data summary showing the sample location, depth of recoveries, soil profile description, soil classification using the AASHTO classification system and any remarks. The soil samples are tested, and a summary of this analysis is included in the report.
• Based upon the subgrade soil characteristics, the report may provide recommendations for muck excavation, limits of special fill, recommendation to eliminate underdrains, grade adjustments, embankment construction, and the use of geotextiles or other special construction considerations.

4.14.3 Material Specifications and Testing

All material related specifications and testing requirements that are either added to or which otherwise modifies DelDOT’s standard requirements should be reviewed by DelDOT’s Materials and Research section for accuracy and contract conformity.

4.14.4 Domestic Material Preference Requirements

Department Resources
Buy America Guidance Website

Projects that use federal financial assistance for infrastructure are required to meet the domestic material preference requirements contained in 2 CFR 184. This regulation requires that all defined construction materials, manufactured products, and iron or steel products be produced in the United States. Additionally, projects that use Federal-aid Highway Program funds are further required to comply with the domestic material requirements contained in 23 CFR 635.410, which slightly alters the domestic material preference requirements for iron and steel materials and for certain manufactured products.

23 U.S.C. 313(h) applies the domestic material preference requirement to all work eligible for federal assistance within the scope of the National Environmental Policy Act (NEPA) approval regardless of funding source utilized for such work. This means that all work eligible for reimbursement under an action, such as utility work, must meet the domestic material preference requirements. The design team can apply for a waiver to the domestic material preference requirements; however, applying for a waiver and the processing of the waiver requires significant time. Therefore, the design team should consider atypical material needs, including those of reimbursable utilities, as early as feasible in the project development process to determine whether a waiver may be required or if redesign to avoid the impact is feasible. DelDOT maintains a website which summarizes the federal domestic material requirements as well as provides guidance which has been developed by DelDOT.

4.14.5 Patented and Proprietary Products

DelDOT and other State DOTs are permitted to specify patented and proprietary products within its projects in accordance with 84 FR 51023. This Final Rule removed the previous requirement for state DOTs to perform a Public Interest Finding prior to specifying a specific patented or proprietary product within a contract. Though DelDOT is permitted to prescribe specific patented or proprietary products, its use should be measured and reserved to applications which require the specific features that only a certain product can meet. When a specific patented or proprietary product is to be specified, its ability to be sourced domestically must be considered in accordance with Section 4.14.4 [NEEDS LINK].

4.14.6 State Furnished Material or Equipment

Contracts which use Federal-aid Highway Program funding require that the awarded contractor furnish and select the sources of all material that is to be incorporated into the work. However, in certain situations, it may be advantageous for the State to prescribe incorporation of specific materials. Materials that are required for use on a contract which are to be furnished by the State require a Public Interest Finding. A common application of state furnished materials incorporated into a transportation project is a borrow source made available and prescribed for use by the State. When DelDOT requires the use of a state furnished material, the contract must state the location of the material and the price to the contractor. Additional information on incorporating state furnished materials is included in 23 CFR 635.407.

The requirement to use state or other publicly owned equipment should generally not be included in a contract that is to be advertised with federal funds; however, there may be cases where the use of public equipment is warranted or justified. In these cases, the use of publicly owned equipment must be demonstrated to be cost effective under the particular project conditions or locality and must meet the conditional requirements established in 23 CFR 635.106.

4.14.7 Earthwork Material Usage and Stockpiling

Earthwork is the generic term assigned to all work and materials required to construct excavated areas and embankment areas on a project. Properly constructed earthwork provides a well-draining and stable foundation for all other road and bridge related work. Specifying the appropriate earthwork materials, accounting for sufficient and separated stockpile areas, and accurate material quantification are all important design phase tasks within the project development process.

The Materials and Research section can provide technical input to the design team on specifying appropriate embankment material for a contract. Embankment soil can be composed of either common material or select material defined as follows:

• Common material – Material that is not suitable for use as select material but is suitable for less critical areas. Common material is referred to in the Standard Specifications as Class F and must meet the requirements of Section 1001.
• Select material – Material that is graded and tested to conform to designated specifications. A high-quality granular soil used for backfilling structures, constructing roadway bases, and for other significant applications. Select material is referred to in the Standard Specifications as either Class A, B, or C and must meet the requirements of Section 1001.

In general, sources of suitable excavated material should be exhausted before importing offsite material. Excavated soil should be separated and stockpiled according to its classification. Offsite soil that is imported to a project site is referred to as borrow. To be able to calculate any required borrow amounts, it is necessary to have a general understanding of the quality and condition of the existing on-site material. The Materials and Research section can employ various site exploration techniques to obtain information about the existing on-site material to assist the design team make informed decisions.

4.14.8 Precast Concrete and Structural Steel

DelDOT’s Materials and Research section performs in-plant inspections of precast concrete and structural steel elements as part of DelDOT’s material quality assurance program. The Materials and Research section will typically fund these inspections from its own budget; however, consideration should be made on large projects to having the inspection costs fully or partially covered by the project’s funding so as not to deplete the Materials and Research section’s funding. The design team should proactively update DelDOT’s Materials and Research section on upcoming planned work involving non-standard precast concrete items as well as structural steel to enable informed Department budgeting and resource allocation.

4.15 Landscaping

Department Resources
Enhancing Delaware Highways Manual

Landscaping can enhance the roadside and add aesthetic value to a project; however, there are many design and practical considerations that must be evaluated when landscaping is prescribed within a DelDOT project to ensure intended and lasting results. For the purposes of this section, landscaping refers to any plantings or vegetation outside of DelDOT’s typical grass seeding applications. Landscaping can be placed both within operational right-of-way and on state-owned property. Landscaping can be included on a project for a variety of reasons, such as to:

• Create an aesthetic feature which enhances the roadside to be visually appealing to both road users as well as adjacent properties.
• Meet the requirements of 17 Del. C. § 201 et seq., commonly referred to as the Delaware Tree Bill. See Section 5.3.2.2.2.7 [NEEDS LINK] for additional information on the Tree Bill and its requirements.
• Provide soil stabilization in areas where turf grass may not be a suitable option such as on steep slopes, along shorelines, streambanks, and other grounds adjacent to waterways.
• Act as a vegetative visual screen and a stewardship effort as part of the public involvement process.
• Provide privacy or protection from headlight glare.
• Meet the regulatory requirements for certain stormwater management BMPs.
• Create habitat as a stewardship effort or mitigation for specific project impacts or future project impacts.
• Act as a pedestrian traffic deterrent.

The inclusion of landscaping on a project will require coordination with various sections within DelDOT. Sections which may require coordination, as well as their delegated role within the design process, are described as follows:

• Roadside Environmental group – This group is a part of DelDOT’s Maintenance and Operations Division and should be consulted whenever landscaping is planned on a project. For projects developed by DelDOT staff, the Roadside Environmental group will perform the landscaping design and provide the result to the design team for inclusion into the contract. For projects developed under professional service agreements, the group will review the landscaping plans to ensure adherence to applicable laws and regulations as well as other standard DelDOT practices. To be able to perform their role, the group must be provided information on project location, expected planting season, the intent of the landscaping, anticipated DelDOT maintenance responsibilities, and any other project specific information pertinent to the project’s landscaping.
• Water Resources section – This section should be consulted any time when landscaping will be utilized as an alternative to traditional turf grass soil stabilization.
• Environmental Stewardship Office – This section should be consulted whenever landscaping is being used as a way for DelDOT to meet its stewardship and mitigation obligations. This includes but is not limited to landscaping required by the Delaware Tree Bill, creation of a visual screen as part of the public involvement process, creation of habitat, or mitigation for a specific project impact or future project impact, such as wetlands.
• Maintenance and Operations – The appropriate DelDOT Maintenance and Operations district should be consulted when the planned landscaping is included within DelDOT operational right-of-way. The district can provide input on preferred access and plants as well as other maintenance-related considerations.
• Land Services group – This group is included within DelDOT’s Right-of-Way section. The Land Services group manages and oversees the maintenance of excess lands for DelDOT. Consultation with this group should occur when the planned landscaping is included on a parcel outside of the State’s operational right-of-way.
• DelDOT Legal section – This section must be consulted whenever an agreement is required as part of the landscaping design process.

Landscaping can either be performed within the infrastructure project necessitating the planting or can be broken into a separate standalone landscaping contract. The benefits and disadvantages should be discussed as a project team. When landscaping is separated into a standalone project, the project team must ensure funding availability especially in cases where the landscaping is needed to meet regulatory requirements or when public commitments have been made. Additionally, there are several other design and project-level considerations that must be evaluated when prescribing landscaping, including but not limited to, the following:

• The implication to roadside safety as certain landscaping can constitute a roadside obstacle to the public.
• The effect to sight distance, especially if the landscaping is located along the inside of a curve or near the intersection of roadways.
• Future maintenance responsibilities. This will require coordination with all stakeholders and may necessitate the development of a maintenance agreement in situations where DelDOT will either share maintenance responsibilities or otherwise delegate responsibility to another agency. Additional information on the process for developing agreements is provided in Section 5.2.3 [NEEDS LINK].
• The proximity of landscaping in both the planted and future condition to other features such as utilities, sidewalks, drainage features, and the roadway to ensure an appropriate offset is provided.

Additional information related to landscaping and its considerations are included within DelDOT’s Enhancing Delaware Highways Manual.