3.0 Addressing Work Zone Impacts at the Policy-Level

3.1 What Happens at the Policy-Level?

At the policy-level, overall policies and program priorities are established and used for decision-making during the different program delivery stages. The policy is applied through policy provisions that address various aspects of transportation system planning, design, construction, maintenance, and operations. Policy provisions may be in the form of standard procedures, specific requirements, performance standards, and/or policy guidance. Examples of policy-level guidance and procedures include:

• Guidance on the type of work zone impacts assessment for different types of projects (e.g., qualitative, quantitative, or both).
• Guidance on the use of tools to assess and estimate impacts of projects (e.g., some agencies require the use of specific models or analytical methods to estimate the potential work zone impacts of projects).
• Standard processes and procedures for specific activities (e.g., developing standard traffic control plan sheets for shoulder and guard-rail work, or by specifying night-time work for certain categories of projects).
• Guidance on the type of contracting options that best suit different project types (e.g., traditional low-bid, design-build, incentive/disincentive, performance-based).
• Work zone performance monitoring requirements (e.g., requiring the measurement of travel times and the tracking of crashes for specific categories of projects).

Policy development and implementation is an ongoing and over-arching aspect of program delivery. Policies are periodically updated and revised to address new issues and to make their components concurrent with the state of the art and/or the state of the practice.

3.2 Why Consider Work Zone Impacts Issues at the Policy-Level?

Addressing work zone safety and mobility at the policy-level and applying the policy at the various stages of program delivery will facilitate streamlined decision-making and consistency. Policies can help standardize work zone practices that are known to work well, and serve as a guide for planning, designing, and constructing road projects. In addition, a policy-based approach to work zone safety and mobility facilitates buy-in and support from management for the effective assessment and management of work zone impacts. Such standardization and streamlining will in turn lead to good decision-making that results in safe and effective work zones, well-constructed projects, construction quality, improved agency operational and organizational efficiency, and cost effectiveness.

Recognizing the above, the updated Rule on Work Zone Safety and Mobility (the Rule) requires State Departments of Transportation and local transportation agencies[1] to implement a Work Zone Safety and Mobility Policy for the systematic consideration and management of work zone impacts. Many agencies have pre-existing work zone policies, in which case, those policies may be updated and/or enhanced to incorporate the concepts and principles advocated by the Rule. For example, the former Rule required traffic control plans (TCPs)[2] for road projects while the updated Rule requires transportation management plans (TMPs)[3]. Pre-existing policies on TCPs may now be expanded to include provisions on TMP development and implementation. In the absence of a pre-existing overall policy, a new one may have to be developed and implemented.

Table 1.1 in Section 1.0 of this document presents excerpts of the provisions in the Rule that pertain to work zone impacts assessment and management. Section 630.1006 of the Rule addresses the Work Zone Safety and Mobility Policy.

More information on the Rule, including the Rule language, may be obtained in the Final Rule section of the FHWA work zone web site at http://ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 11/18/05).

3.3 Developing and Implementing a Work Zone Policy

3.3.1 Key Components of a Work Zone Policy

The key components that may be considered when developing or revising a work zone policy include a vision, goals, and objectives, and specific policy provisions for application during program delivery. Work zone impacts issues may be addressed in these components by laying out a vision that facilitates assessment and management of work zone impacts, setting goals and objectives that aim to improve the safety and mobility of work zones, and including specific policy provisions that address various aspects of decision-making during work zone impacts assessment and management. The three components are briefly discussed as follows:

• Vision. This is an overall policy statement that supports the systematic consideration and management of work zone safety and mobility impacts on road projects, and lays out the agency's vision for providing safe and efficient travel for road users, worker safety, and quality of construction.

  The California Department of Transportation's (Caltrans) commitment is to, "Minimize motorist delays for ALL activities on the State highway system without compromising public or worker safety, or the quality of the work being performed." Caltrans' aim is to achieve 100% compliance on all activities on the State highway system, including construction, special events, encroachment permits, and maintenance, but with varying levels of treatment.

  Source: Transportation Management Plans Effectiveness Study, Robert Copp, Caltrans, TRB 2004 Annual Meeting, Session 526: Work Zone Impacts – A New Frontier.

• Goals and Objectives. Strategic goals and performance objectives help agencies attain their work zone safety and mobility vision. Performance objectives can serve as the basis for developing and implementing actions designed to meet the goal(s) in a specified time frame. For example, an agency may have a goal of reducing work zone related fatalities by 50% within the next 5 years. One of the objectives that helps meet this goal may be to use enhanced traffic enforcement in all work zones to achieve greater compliance with speed limits and thereby reduce speed variability.

  The Oregon Department of Transportation (ODOT) has a performance goal to design work zones for the regular posted speed limit rather than a reduced work zone speed limit. This is especially applicable to situations where traffic realignment is required (e.g., reverse curves and super-elevations). This design practice helps reduce unexpected curves and sharp curves and keep traffic flowing smoothly, thereby reducing rear-end, truck roll-over, and run-off-the-road accidents. This practice is most effective for high-volume/high-speed locations.

  Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/16/05).

• Specific Policy Provisions for Application During Project Delivery. Specific policy provisions help implement and sustain the overall work zone policy, and provide for standardized decision-making at appropriate stages of program delivery. They may consist of processes, procedures, criteria, standards, and/or guidance for work zone related decision-making. Agencies may choose to implement policy provisions in the form of mandated requirements or in the form of policy guidance, as appropriate to their individual operating environments. More information on different types of specific policy provisions is provided in Section 3.4.

In addition to the above key components, the following may also be useful items to include in a work zone policy:

• Definitions and Explanation of Terms.
• Stakeholder and Team Information.
• Roles and Responsibilities.
• Contact Person(s).
• Policy Exemption Criteria and Process.

Additional information on the components that may be addressed in a work zone policy is available in Sections 3.2 and 3.3 of Implementing the Rule on Work Zone Safety and Mobility, available at http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 11/18/05).

3.3.2 Who Develops and Implements the Policy?

Development and implementation of the work zone policy is the responsibility of management level agency staff from both executive and technical areas. They may be assisted by other technical and field staff. Agencies are encouraged to adopt a multi-disciplinary team[4] approach for policy development and implementation. The core team should consist of agency staff representing the agency's primary work zone-related functions, including planning, engineering/design, construction, maintenance, operations, and public information. This is reflective of the various issues involved in planning, designing, and building road projects, and the increasing complexity of managing work zone safety and mobility under current road and traffic conditions. Primary external members to consider include the FHWA, law enforcement, the contracting industry, and regional associations. Other external partners may also be included as appropriate. A multi-disciplinary team can infuse varying perspectives and a vast knowledge base into the policy. For example, traffic operations specialists can address issues related to work zone transportation operations, law enforcement personnel can contribute their field experience on most effective enforcement strategies, and contracting industry representatives can address the practicality of any new construction methods or contracting strategies.

Over time there will likely be a need for the agency to update its policy as situations change, knowledge is gained, and new trends and issues are identified. Ongoing feedback and information from agency staff and other applicable external sources will serve as input for such updates.

The staff that may develop and implement the work zone policy, the inputs to the process and who is likely to provide the inputs, and the outputs and users of the output are presented in Table 3.1.

More information on who develops and implements the policy is available in Section 3.4 of Implementing the Rule on Work Zone Safety and Mobility, available at http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 11/18/05).

3.3.3 Policy Development and Implementation Process

The policy development and implementation process is illustrated in Figure 3.1. Input from and interaction with appropriate sources (as shown in Table 3.1) may be required during the process.

Figure 3.1 Policy Development and Implementation Process

The process is summarized as follows:

• Step 1: Develop Policy. Agencies that have pre-existing work zone policies may not need an entirely new policy, but rather a review and update of their existing policies as appropriate. In the absence of a pre-existing policy, a new work zone policy needs to be developed.
• Step 2: Apply the Policy to the Program Delivery Stages. This step represents the ongoing application of the overall policy and the associated policy provisions for decision-making during the program delivery stages (i.e., systems planning, project development, construction, performance assessment, and maintenance and operations).
• Step 3: Refine/Update the Policy. The final step in the policy implementation process entails using feedback from the different stages of program delivery to improve and refine the policy over time. The purpose is to improve work zone programs, processes, and practices, leading to effective management of work zone safety and mobility.

More information on the policy development and implementation process is available in Section 3.5 of Implementing the Rule on Work Zone Safety and Mobility, available at http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 11/18/05).

3.4 Potential Policy Provisions for Application During Program Delivery

This section provides a general discussion and examples of some of the issues that may be considered in developing specific policy provisions. It presents agencies with some general ideas and options to consider in developing policy provisions that best suit their work zone impacts assessment and management needs.

Specific policy provisions help implement and sustain the agency's work zone policy. Provisions on key aspects of work zone impacts assessment and management can help improve decision-making and bring about consistency, efficiency, and standardization in the way projects are planned, designed, and built. Agencies may develop and implement policy provisions in the form of mandated requirements and/or in the form of policy guidance, as appropriate to their individual operating environments. Broadly stated, policy provisions help:

• Classify projects based on their expected work zone impacts.
• Apply work zone performance standards/requirements for different project types.
• Provide guidance on agency processes and procedures for work zone related decision-making during program delivery.

Many agencies may already have policy provisions that address specific aspects of decision-making during project delivery. For example, most agencies employ typical temporary traffic control (TTC) approaches for different types of projects. When agencies develop and/or update their respective work zone policies they should evaluate such pre-existing provisions for update and incorporation in the policy.

Agencies may also develop new policy provisions that help address additional aspects of work zone impacts assessment and management. For example, an agency may decide to develop policy guidance on performance-based contracts to respond to a lack of consistency in the application and usage of performance-based contracts. Such new policy provisions may be developed as part of periodic review and update of the agency's work zone policy. They may also be developed to respond to specific circumstances that necessitate an out-of-cycle action (e.g., to respond to changing industry trends, technological advancements, change in overall agency policy).

3.4.1 Classification of Projects Based on Expected Work Zone Impacts

A project classification system separates road projects into different types based on the severity of expected work zone impacts. Such classification enables agencies to apply policies and practices that are best suited to each type of project. It also helps address specific aspects of work zone related decision-making for different project types. For example, a project classification system may be used to identify the needed level of work zone impacts assessment for a project (i.e., high-level qualitative assessment or detailed quantitative analysis); preferred construction approaches; work zone design options and TMP strategies; and work zone monitoring and performance assessment requirements.

Some of the parameters that affect work zone impacts of projects and may be used for project classification include:

• Roadway functional classification – e.g., Interstate, expressway, principal arterial, major arterial, minor arterial, collector.
• Area type – e.g., urban, suburban, rural.
• Traffic demand and travel characteristics – e.g., lanes affected, average daily traffic (ADT), expected capacity reduction, level of service (LOS).
• Type of work – e.g., new construction, reconstruction, rehabilitation, maintenance, bridge work, equipment installation/repair.
• Complexity of work – e.g., duration, length, intensity.
• Level of traffic interference with construction activity.
• Potential impacts on local transportation network and businesses.
• Considerations specific to the region – e.g., tourism, special events, weather.

Classification systems will vary based on an agency's needs. They can range from a simple scheme (e.g., high, medium, and low work zone impact projects) to a multidimensional matrix of projects that recommends appropriate work zone management strategies for different project types. In general, a simple classification system that is practical and easy to adopt and apply is recommended.

Developing and Implementing Transportation Management Plans for Work Zones presents a table listing work zone impacts management strategies. The table presents some of the project characteristics that could lead an agency to consider specific work zone impacts management strategies. The table may be used as a starting point to identify management strategies that suit different project types. This Guide is available at http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 1/18/06).

Recognizing the variation in transportation management needs for different projects, the Rule requires the identification of significant projects,[6] and appropriate application of TMP components based on whether projects are classified as significant. This is a high-level approach that helps stratify the application of TMP components. Agencies may further hone this high-level approach by developing a scheme with additional levels of classification. One potential approach is the classification system used in the FHWA Work Zone Mobility and Safety Self Assessment Guide[7]. The guide categorizes work zones into four types based on their expected impact levels as shown in Table 3.2. These levels may not encompass all possible combinations or degrees of work zone categories; rather they are intended to serve as a general guide to help relate individual projects to some overall criteria.

Table Source: FHWA Work Zone Self Assessment Guide

Agencies may also classify projects into different categories based on the type of TMPs that may be needed. Implementing the Rule on Work Zone Safety and Mobility[8] provides an example using three different categories of TMPs:

• Basic TMP. Basic TMPs are typically applied on construction or maintenance projects with minimal disruption to the traveling public and adjacent businesses and community. Such projects are not significant projects, and the TMPs typically consist of a TTC plan.
• Intermediate TMP. Intermediate TMPs are likely to be used for construction or maintenance projects that are anticipated to have more than minimal disruption, but have not been identified as significant projects. For example, these projects may be expected to impact a moderate number of travelers and have moderate public interest, such as single lane closures in urban areas or commercial business districts (CBDs). In addition to a TTC plan, intermediate TMPs would also include some elements of transportation operations (TO) and public information (PI) strategies.
• Major TMP. Major TMPs are intended for significant projects that typically have moderate to high impacts on traffic and the local area and generate a significant amount of public interest. Examples include projects involving multiple lane-closures or total closure of a vital corridor in an urban area or CBD. Major TMPs consist of a TTC plan, and also address TO and PI components.

Additional information on TMPs is available in Developing and Implementing Transportation Management Plans for Work Zones, available at http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 11/15/05).

3.4.2 Work Zone Performance Standards/Requirements

After a project classification system is setup, agencies may establish work zone safety and mobility performance requirements for different types of projects. Appropriate performance standards for different types of projects can drive decision-making on work zone design, construction, and management strategies that help achieve the desired performance. This facilitates consistent thinking across project development stages and helps minimize design alterations and change orders during construction. For example:

• Performance standards may be used in project planning and design to identify work zone transportation management strategies that help achieve the desired performance.
• During construction, the actual impacts of work zones may be monitored and managed so that they fall within a reasonable limit of the desired performance standards.
• During performance assessments, anticipated work zone impacts (i.e., modeled or predicted) may be compared with the actual impacts in the field (i.e., observed or measured).

Many agencies are increasingly using performance measures and performance goals for transportation decision-making. Performance standards can be implemented as specific performance objectives that address work zone safety, mobility, and constructability. For example, reduce work zone crashes or crash rates can be used as a safety performance objective. An example of a mobility performance objective is to maintain a specific average travel time through a work zone over a certain time-period. Performance-based contracts present another potential area where work zone performance standards may be incorporated.

Performance standards can also be implemented indirectly through work zone management requirements for specific project types. For example, a traffic management policy may drive decision-making on lane-closures (e.g., whether lanes may be closed, when they may be closed, how many lanes may be closed), delay and queue thresholds, and work hour restrictions. The traffic management policy may also include safety performance standards that address work zone related crashes.

Section 8.0 of this document discusses work zone performance assessment. Specifically, Table 8.4 presents examples of work zone performance measures. At the end of Section 8.0, a list of resources are presented that may be useful for incorporating performance measures and goals in work zone decision-making.

3.4.3 Policy Guidance and Agency Processes and Procedures

Policy guidance and agency processes and procedures help work zone related decision-making lead to achieving and/or maintaining a desired level of performance for different types of projects. They help institutionalize, streamline, and standardize work zone safety and mobility practices, make project delivery more efficient and effective, and ultimately result in better work zones. Agency-level guidance, processes, and procedures may be incorporated in the agency's policy, or be considered as an extension of the policy.

The Rule specifically addresses agency-level processes and procedures[9] for work zone assessment and management, use of work zone data, and work zone related training and process reviews.

Agency-level processes and procedures are discussed in Section 4.0 of Implementing the Rule on Work Zone Safety and Mobility, available at http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm (Accessed 11/18/05).

Typically policy guidance, processes, and procedures provide recommendations on project options, work zone design, and impacts management strategies that suit different project types. The following are examples of topics that can be addressed in such guidance, policies, and procedures:

• Examples of Overall Policy Issues. Overall policy provisions have an over-arching influence and are not specific to any particular issue or activity. Examples include:
  • Establishment of a multi-disciplinary team to serve as a standing committee on work zones (as discussed in Section 3.3.2 of this document and Section 3.4 of Implementing the Rule on Work Zone Safety and Mobility[10]).
  • Agency organizational strategies (e.g., assigning a specific individual to serve as the agency's work zone safety and mobility coordinator, establishing an agency office for work zone safety and mobility management).

    The Ohio Department of Transportation (ODOT) uses a Full-Time Work Zone Traffic Control Person in Metro District Offices. This staff member makes sure that motorists have a safe and efficient means of travel through work zones. This person also takes measures to reduce delays and work zone crashes and to improve communication with motorists. The ODOT District 12 (Cleveland area) has used this position for 6 years. Similar positions are also used in the Columbus and Cincinnati areas.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

    The New Jersey Department of Transportation (NJDOT) established a new Office of Capital Project Safety (OCPS) to improve and enhance safety awareness in construction work zones. As problem areas are identified in work zones, the OCPS will evaluate and resolve the problem, and then develop a process to prevent it from recurring. A recent accomplishment of the OCPS was the development of a new safety program specification that requires all contractors to have a written safety program prior to starting work on a project.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

  • Policy guidance on using the work zone impacts assessment guidance provided in this document.
  • Development of memoranda of understanding (MOUs) with utility operators regarding schedule and work coordination.
  • Acceptable or desired work zone performance levels such as crash, travel time, and queue thresholds.
  • Criteria for identifying significant projects (e.g., using a delay and/or queue threshold or by using qualitative criteria). The Rule requires the identification of significant projects and the development of appropriate TMPs. The required components of a TMP vary based on whether projects are classified as significant. Agencies may develop and implement specific policy guidance and criteria to guide their staff in identifying significant projects.[11]
  • Exception criteria and procedures for significant projects.
  • Provision of training for personnel involved in development, design, implementation, operation, inspection, and enforcement of work zones, particularly related to approaches to improve safety and mobility of work zones.
• Examples of Policy Issues Related to Systems Planning.
  • Policy guidance on coordination (grouping and sequencing) of long-range corridor improvements within the project prioritization process of Long Range Plans (LRPs), Transportation Improvement Plans (TIPs), and other agency planning efforts.

    The Michigan Department of Transportation (MDOT) is attempting to identify all needed construction work in a corridor and then let a contract to address all of it. The principle they are applying is "get in, get out, and stay out". A typical implementation is for MDOT to allow a total weekend closure within a long-term contract project and invite road maintenance, utility, and survey forces to also work on their road interests during that time period. This concept is being used primarily on high-volume urban freeway projects where traffic distribution is a major issue.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

  • Policy guidance on addressing work zone impacts related issues in alternatives evaluation for transportation improvements (e.g., addressing work zone impacts issues as part of Major Investment Studies (MISs) and Environmental Impact Statements (EISs)).
  • Procedures for identification and cost estimation of work zone transportation management strategies as part of transportation planning and programming.
  • Policy guidance on consideration of work zone related road-user costs and impacts to affected businesses and residents in corridor plans.
  • Requiring the inclusion of work zone related intelligent transportation systems (ITS) components in regional ITS architectures. This will help system integration and interoperability.
  • Requiring the assessment of work zone performance as part of Congestion Management Programs (CMPs) and Congestion Management Systems (CMS) as work zones are a significant source of congestion.
• Examples of Policy Issues Related to Project Planning and Design.
  • Project development activities and analysis recommendations for different project types (e.g., if a project cost exceeds a certain dollar value, an agency may require assessment of its life-cycle cost implications).
  • Recommendations on project design strategies that increase the overall life-cycle of the project and minimize the need for frequent maintenance over its life-cycle.

    The California Department of Transportation (Caltrans) established a Long Life Pavement Rehabilitation Program (LLPRP) for Urban Freeways in April of 1997. Every pavement rehabilitated under the LLPRP will have a 30- to 40-year design life. Thus the program will pay dividends to the highway users and Caltrans in reducing the frequency of maintenance and rehabilitation treatments, thereby reducing the number of work zones, number of maintenance activities, and therefore worker exposure.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

  • Policy guidance on collection of traffic and crash data to develop appropriate work zone transportation management strategies (e.g., for significant projects).
  • Policy guidance on work zone options for different project types (e.g., reduced-lane widths, lane closures, night work, full closure, detours).

    The Minnesota Department of Transportation has produced a document entitled, "A Guide to Establishing Speed Limits in Highway Work Zones." This document outlines the guidelines, proper layouts, and procedures for implementing work zone speed limits.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

  • Standard construction approaches for different project types (e.g., use of night-time work for pavement preservation/rehabilitation type projects in urban areas).
  • Work zone traffic control standards/practices (e.g., delay and queuing thresholds, permitted lane/road closures and time, work hours, detours, temporary structures, positive separation).

    The Washington State Department of Transportation uses work hour charts for typical types of maintenance work zones. Maintenance crews in individual regions use these charts to determine the most appropriate time to perform a certain activity on a corridor (or type of corridor). This is based on how much the work would impact traffic on a particular type of highway.

    Source: Washington State Department of Transportation, Work Zone Traffic Control Guidelines, January 2005, M54-44, URL: http://www.wsdot.wa.gov/fasc/EngineeringPublications/Manuals/Workzone.pdf (Accessed 09/08/05).

  • Use of project-specific lane closure policies, including an approval and notification process.
  • Policy guidance on addressing work zone related user costs (e.g., guidelines on assessment of user costs and the extent to which they need to be mitigated).
• Examples of Policy Issues Related to Work Zone Transportation Management Strategies.
  • Procedures for determining TMP needs for different project types.

    The Indiana Department of Transportation (INDOT) provides guidance on when the agency requires certain types of Transportation Management Plans (TMPs) for projects. It provides the following nine project characteristics to be considered: major reconstruction or new construction, high traffic volumes, urban/suburban areas, significant detrimental impacts on mobility, facility's capacity will be significantly reduced, alternate routing will be necessary, significant impacts on local communities and businesses, significant timing and seasonal impacts, and/or significant grade changes.

    Source: Indiana Department of Transportation, Chapter 81 of the Indiana Design Manual, Transportation Management Plans, URL: http://www.in.gov/dot/div/contracts/standards/dm/Part%208/Ch%2081/Ch81.pdf (Accessed 12/21/05).

  • Policy guidance on maintaining pre-existing roadside safety features[12] in developing the TTC plan.
  • Policy guidance on TO strategies (e.g., travel demand management (TDM), ITS, operations planning, traveler information, real-time work zone monitoring, work zone traffic incident management, work zone traffic enforcement).
  • Recommendations on specific TMP strategies for different project types (e.g., use of work zone traffic incident management plans for projects in urban areas where shoulders are unavailable during construction, use of an work zone incident and construction management coordinator for major projects)

    The Colorado Department of Transportation has instituted guidelines for developing traffic incident management plans for work zones. This guidebook provides recommendations on the types of projects for which work zone traffic incident management plans will be developed.

    Source: Colorado Department of Transportation, Guidelines for Developing Traffic Incident Management Plans for Work Zones, Safety and Traffic Engineering Branch, September 2003. URL: http://www.dot.state.co.us/Traffic_Manuals_Guidelines/incident_management_guidelines/incident_management_guidelines_20030919.pdf (Accessed 09/08/05).

  • Public information requirements for specific project types (e.g., use of standardized public information provided a certain number of days in advance of upcoming mobile and short-term road work.)
• Examples of Policy Issues Related to Contracting.
  • Policy guidance on when to use different types of contracting strategies (e.g., low bid, design-build, lane rental, A+B bidding, incentives/ disincentives, performance-based contracting) based on project type. Innovative contracting mechanisms can be used to reduce project implementation delays, accelerate construction, and shorten overall construction duration, thereby reducing exposure and the resulting work zone impacts.

    In 1996, the Florida Legislature authorized the Florida Department of Transportation (FDOT) to use accelerated contracting techniques on construction projects, and limits innovative contracting to $60 million in contracts annually. Alternative contracting techniques include the following: A+B, Lane Rental, Design/Build, Warranty Clauses, No Excuse Bonus, Lump Sum, Liquidated Savings, and Incentive/Disincentive.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

  • Development of standard specifications for incorporating work zone performance monitoring requirements in contract documents.
• Examples of Policy Issues Related to Construction.
  • Policies on the use of value engineering (VE) and partnering, and on addressing any related work zone impacts issues (e.g., requiring the assessment of potential work zone impacts implications of any modifications proposed to the original TMP).
  • Monitoring requirements for specific project types (e.g., monitoring travel times through work zones that are expected to have significant delays.)
  • Work zone safety and mobility reporting and record-keeping procedures (e.g., requiring record-keeping on work zone related crashes).
  • Policy guidance on collecting, reporting, synthesis, and storage of work zone crash and traffic operations data during construction.
  • MOUs and policies with other public and private agencies for coordinating activities during construction (e.g., police agencies, TMCs, utility companies).

    The Illinois State Toll and Highway Authority keeps close track of all lane closures on the tollways. One person maintains a list of all lane closures and coordinates these lane closures with the State police, public relations, construction, and project development. An updated list of lane closures is always available for public relations, the Authority, and the police. This also provides for better record keeping and analysis of incidents in work zones.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

• Examples of Policy Issues Related to Performance Assessment.
  • Procedures for work zone reviews, process reviews, and work zone safety and mobility inspections/audits.
  • Recommended strategies for use and analysis of any data and/or information collected during construction (e.g., recommending the cross-tabulation of work zone traffic incident data, mobility and operational data, and construction activity data for identifying potential project circumstances that trigger certain types of incidents).

    The New York State Department of Transportation (NYSDOT) compiles work zone fatalities and injury accidents based on type, area within the work zone, driver characteristics, etc. The data is also categorized and analyzed by type of collision. This information is used to identify trends in driver behavior and work zone emphasis areas, develop countermeasures, and also for reporting purposes to the FHWA and NYSDOT in their annual report. The information is collected at the NYSDOT regional level and collected and analyzed by the main office.

    Source: FHWA Work Zone Best Practices Guidebook, April 2000, http://ops.fhwa.dot.gov/wz/practices/best/Default.htm (Accessed 12/21/05).

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