BENEFITS

Dynamic Lane Merge Improves 

Capacity, Decreases Travel Time . . . . . . . . 2

ITS Eases the Pain of Road Closure . . . . . . 2

COSTS

Arkansas Invests in AWIS, 

Increases Use of Alternate Routes . . . . . . 3

DEPLOYMENT

Implementing the Work Zone Safety 

and Mobility Rule . . . . . . . . . . . . . . . . . . . . . 3 

LESSONS LEARNED

Findings from the Michigan Work Zone 

Variable Speed Limit System Test . . . . . . . 3

ITS for Work Zone Management – 

Lessons from Experience . . . . . . . . . . . . . . 4

Intelligent Transportation Systems 

forWorkZones

U.S. Department of Transportation

Deployment Benefits 

and

Lessons Learned

Americans lose 3.7 billion hours and 2.3 billion gallons of fuel every year sitting 

in traffic jams,1 and nearly 24 percent of non-recurring freeway delay, or about 

482 million hours, is attributed to work zones.2 To combat the country’s growing 

transportation congestion problem, the U.S. Department of Transportation launched 

the National Strategy to Reduce Congestion on America’s Transportation Network. 

One element of this strategy is to promote operational and technological improvements 

to the transportation system through the use of congestion-reducing technologies 

such as Intelligent Transportation Systems (ITS).3

Work Zones

Using ITS in work zones can improve safety and lessen the delay that 

can come from reduced capacity and incidents. Well-planned work zones 

that use ITS technologies to manage traffic and mitigate the impacts 

of lane closures, detours, and other factors are commonly referred to as “Smart Work 

Zones.” When work zones use ITS tools in conjunction with sound planning, traffic 

control, coordination, communication, and impacts estimation, work zone operations 

can be greatly enhanced and the management of traffic in the work zone area made 

more efficient. For example, a study of successful technology deployments 

determined that:

Between 50 percent and 85 percent of drivers surveyed said that they changed 

their route at least sometimes in response to travel time, delay, or alternate route 

messages provided by work zone ITS.4

Reductions in queue lengths from 56 percent to 60 percent are possible,5

with simulations indicating system-wide reductions in total delay may range 

from 41 percent to 75 percent.6

Speed monitoring displays (SMD) reduce speeds in work zones by 4-6 mph.7

One study found a 20-40 percent reduction in vehicles traveling 10 mph or more 

over the speed limit when SMD were used.8

A 2004 Federal Highway Administration survey of ITS deployment found that, 

of the 43 States who responded, 20 States used ITS in work zones.9 Findings from 

this survey showed: 

19 States use portable dynamic message signs (DMS), 14 use permanent DMS, 

8 use highway advisory radio, 5 use temporary speed limits, and 4 use a series 

of warning signs activated progressively farther from the work site as sensors 

detect increases in traffic volume.10

When asked why they chose to deploy ITS in work zones, 16 States indicated it was 

to reduce congestion and 17 said it was to reduce crashes.11

•

•

•

•

•
WORK ZONES



BenefitS

Dynamic Lane Merge Improves Capacity, Decreases Travel Time

BenefitS

Upon seeing signs 

informing them of 

a merge ahead, drivers 

will typically take one 

of two actions: they will 

merge early, moving 

from the discontinuous 

lane as soon as possible, typically creating a 

long, single-lane queue that moves at slow 

speeds, or they will merge late, waiting 

until the last opportunity to switch lanes, 

staying in the discontinuous lane and often 

forcing a merge at the point of closure. 

Dynamic lane merge (DLM) is an ITS 

technology that can be used in work zones 

to alleviate the congestion and crashes this 

mix of reactions can cause. The technology 

uses electronics and communications 

equipment to monitor traffic flow and, 

as queuing increases at approaches to lane 

closures, regulates the merge, requiring 

either early merge or late merge depending 

on traffic conditions. 

In the summer of 2003, the Michigan 

Department of Transportation (MDOT) 

deployed an early merge system.12 When 

traffic conditions exceeded preset limits on 

traffic volume, vehicle speed, and detector 

occupancy, the system activated and a “Do 

Not Pass” message was displayed. When 

MDOT and Wayne State University 

assessed the impacts of the DLM system, 

they found: 

• Average travel speed increased from 

approximately 40 mph to 46 mph 

during the morning peak period.13

• An average of 1.2 crashes per month 

occurred in the 4 months prior to 

activation; after activation, no crashes 

were reported.14

• Travel time savings and vehicular fuel 

savings (system benefits) outweighed 

the costs if the value of time for 

delayed motorists is greater than 

$3.33 per hour.15As of 2004, the U.S. 

Department of Transportation used 

a time value of $11.20 per hour for 

each person in a car and $18.10 per 

hour for a truck driver when calculating 

user cost of delay.16

The cost to MDOT, which leased the 

system, was $120,000, including design, 

installation, calibration, and maintenance. 

The cost to redeploy the system at 

additional work zones, which includes 

furnishing the devices in operable 

condition, initial installation, operation, 

inspection, maintenance, cleaning, 

and removal at project completion, is 

about $30,000.17

The Minnesota Department of 

Transportation (MnDOT) initiated several 

projects to study the benefits of DLM using 

a late merge system. MnDOT found that:18

• The late merge system eliminates 

confusion over lane use issues and 

the correct merge point.

• Merge instructions on portable 

dynamic message signs (DMS) aided in 

eliminating aggressive driving behavior.

• Near equal usage of both lanes equalized 

speeds between lanes. 

• Increased usage of the discontinuous 

lane decreased total queue lengths by 35 

percent, but vehicle volume through the 

construction zone was not changed.

A minimum volume of 1,500 vehicles per 

hour was determined necessary to justify 

system activation.

ITS Eases the Pain of Road Closure

Sometimes, there’s 

just no way around it: 

lanes have to be 

closed to perform 

maintenance or 

construction activities. 

But with ITS, normal 

congestion associated with lane closures 

in work zones can be reduced, resulting 

in fewer crashes and greater safety for 

motorists and road workers alike.

Illinois required the reconstruction of 

a 40-mile section of I-55 including the Lake 

Springfield bridge, which involved closing 

one bridge span and diverting traffic onto 

the other span.19 To minimize the impacts 

of congestion during the lane closure and 

rerouting operations, an automated portable 

real-time traffic control system was 

used to provide traveler information and 

traffic control. The system used remotely 

controlled portable dynamic message 

signs (DMS), portable traffic sensors 

electronically linked to a central base 

station server, and portable closed circuit 

TV cameras linked to the base station using 

wireless communications.20 The DMS 

displayed real-time information on delays 

and lane closures. In addition, the project 

website included a map with road segments 

color-coded according to the degree of 

congestion. The website also enabled users 

to view the current DMS messages and 

camera images. Real-time information on 

the number of citations issued to date was 

also posted upstream of the work zone. 

As a result:

• Only two crashes were reported in 

the I-55 construction area during the 16 

months that the ITS was deployed.21

• Illinois Department of Transportation 

staff reported a significant downward 

trend in the number of violations after 

the ITS began to display the number of 

citations issued.22

California faced a similar problem when it 

embarked on a rapid rehabilitation project 

in 2004 to rebuild I-15 in Devore. First the 

northbound and then southbound lanes 

had to be closed and traffic rerouted to the 

opposite lanes through median crossovers 

at each end of the construction work zone.23

A quickchange moveable barrier system 

was used to switch the two-by-three 

lane configuration twice each day in an 

operation that took less than 30 minutes 

in live traffic.24

To limit disruptions, an automated work 

zone information system (AWIS) was 

used, enabling travelers to learn of traffic 

conditions before they entered the work 

zone and choose alternate routes based 

on guidance and travel time information 

posted on roadside DMS. 

As a result of the AWIS deployment:

• Average daily traffic (ADT) volume 

on I-15 southbound decreased by 19 

percent while ADT volume on the I-15 

southbound detour route increased by 

15 percent.25

• ADT volume on I-15 northbound 

decreased by 16 percent while ADT 

volume on the I-15 northbound detour 

route increased by 10 percent.26

• ADT volumes on the adjacent major 

arterials increased by only 2 percent.27

Field data indicated that the maximum 

average peak delay with AWIS was about 

50 percent less than the expected maximum 

delay without AWIS.

For these and other benefits, visit: www.itsbenefits.its.dot.gov
WORK ZONES



DEPLOYMENT

Findings from the Michigan Work Zone 

Variable Speed Limit System Test

CostS

Arkansas Invests in AWIS, Increases 

Use of Alternate Routes 

Beginning in 2000, the Arkansas State 

Highway and Transportation Department 

(ASHTD) began an effort to rebuild 60 

percent of Arkansas’ total Interstate miles. 

Because the presence of work zones can 

increase congestion and incidents, ASHTD 

decided to deploy automated work zone 

information systems (AWIS). These 

systems provide real-time information 

to travelers, informing them about traffic 

and impacts such as lane closures or speed 

reductions in and around work zones. 

One site equipped with AWIS was a 

6.3-mile segment of I-40 located in rural 

Lonoke County. The AWIS deployed at this 

work zone site included a central system 

controller, two highway advisory radio 

(HAR) systems, five traffic radar sensors 

measuring vehicle speed, five dynamic 

message signs (DMS) and two supplemental speed stations. The contract, bid for 350 

days at $750 per day plus $60,000 for the 

HAR systems, totaled $322,500.28

The engineer overseeing construction at 

the Lonoke County site expressed his belief 

that the system prevented rear-end crashes 

as long as traffic was not backed up past 

the message boards. He also believed 

that the system enhanced congestion 

management through its ability to allow 

messages to be manually input into the 

contractor’s field office computer to assist 

in rerouting traffic.29

Another AWIS-equipped site was an 

8.6-mile segment of I-40 located in urban 

North Little Rock. The AWIS deployed at 

this work zone site included a central 

system controller, a host computer in 

the engineer’s office, two DMS, queue 

detection sensors, and five HAR systems. 

The winning contract was bid for 1,000 

days at $390 per day plus $100,000 for 

the HAR systems, totaling $490,000.30

At the North Little Rock site, analysis 

showed a direct correlation between alternate route traffic and the messages reported 

on the DMS: overall traffic doubled on the 

alternate route when the DMS warned of 

backups or stopped traffic ahead, and truck 

traffic was nine times higher than usual on 

the alternate route during these times. 

In addition, the engineer overseeing 

construction at this site stated that he 

thought the system was effective in 

preventing rear-end collisions and 

enhancing congestion management.31

Static speed limits in work zones may not 

reflect current conditions, which can lead 

to low speed limit compliance rates and 

high variance in vehicle speeds.32 There has 

been increasing interest in recent years in 

the use of variable speed limits (VSL) 

in work zones as a means of alleviating 

these problems. 

A 2003 study of a Michigan work zone 

examined the impact of a prototype VSL 

system and evaluated the effectiveness of 

the system at improving speed limit compliance and the credibility of speed limits. It 

also assessed whether safety and traffic flow 

were improved. The Michigan Department 

of Transportation (MDOT) opted to lease 

equipment through a contract that included 

development, design, installation, calibration, and maintenance over a 6-month 

period for $400,900.33 MDOT wrote the 

specifications for temporary use of the VSL 

system so that it could implement the VSL 

without having to maintain or store the 

equipment after construction ended. 

The VSL leased system included the use of 

seven trailers with remote traffic microwave 

sensor detectors, solar power, controllers 

with radio frequency communication, and 

light-emitting diode speed displays. The 

VSL trailers, placed at 1⁄2- to 1-mile 

intervals, had the capacity to vary the speed 

limit from 40 mph to 70 mph depending 

on the nature of the road work.34

Given that the VSL system deployed was 

a prototype unit, the Michigan study 

determined that it operated reasonably well, 

although it required constant attention 

from the contractor to remain operational.35

The study also found that the system 

needed more technical refinement, which 

would presumably occur in a second 

generation, to increase its effectiveness and 

decrease the necessary level of oversight.36

As a result of using VSL, both the speed 

limits displayed by the VSL trailers and 

operating speeds generally increased, 

average speed was generally below the 

displayed speed for VSL, and drivers 

maintained more consistent speeds during 

non-peak periods, especially at night. 

Implementing 

the Work Zone Safety 

and Mobility Rule

The Work Zone Safety and Mobility Rule 

was published on September 9, 2004, in the 

Federal Register and updates and broadens 

the former regulation at 23 CFR 630 

Subpart J to address more of the current 

issues affecting work zone safety and 

mobility. All State and local governments 

that receive Federal-aid funding are 

required to comply with the provisions 

of the Rule by October 12, 2007.37

The updated Rule has several goals, 

including:

• To encourage the expansion of thinking 

beyond the work zone to systems 

management on a corridor-wide, 

network, and regional basis. 

• To expand work zone impacts management beyond traffic safety and control 

by using transportation management 

strategies – including public information 

efforts and operational strategies such 

as the use of ITS in work zones. 

• To advocate innovative thinking in work 

zone planning, design, and management.

To achieve these goals, the Rule addresses:

• Policy-level provisions to help agencies 

implement an overall work zone safety 

and mobility policy for the management 

of work zone impacts. 

• Agency-level processes and procedures 

to help agencies implement and sustain 

work zone policies.

• Project-level procedures to help agencies 

assess and manage work zone impacts 

through the development of Transportation Management Plans (TMP) that 

describe the transportation management 

strategies that will be used for a project.

Effective work zone management requires 

a combination of strategies.38 For some 

projects, the TMP must contain operational 

strategies and public outreach in addition 

to a traffic control plan. ITS can be used 

as a tool to help meet these requirements, 

and it can be used as part of an overall 

strategy to reduce work zone impacts. 

The agency-level processes and procedures 

required by the Rule include the use of 

safety and mobility data to assess work 

zone performance and manage impacts. 

Work zone ITS are devices that can help 

provide the necessary data. 

lessons learned

For general information and guidance, see 

www.ops.fhwa.dot.gov/wz/resources/

final_rule.htm.

For these and other sample costs, visit: www.itscosts.its.dot.gov
WORK ZONES



There’s More Online!

ITS Applications Overview: 

www.itsoverview.its.dot.gov

Work Zone Mobility and Safety Program, 

ITS & Technology: 

www.ops.fhwa.dot.gov/wz/its

American Association of State Highway 

and Transportation Officials (AASHTO), 

Technology Implementation Group, 

ITS in Work Zones: 

tig.transportation.org/?siteid=42&pageid=1939

American Traffic Safety Services Association 

(ATSSA): www.atssa.com

The online version of this document 

contains a full list of sources: 

www.its.dot.gov/jpodocs/repts_te/14320.htm

lessons learned

ITS for Work Zone Management – Lessons from Experience

Agencies experienced 

with using work zone 

ITS have learned 

lessons along the way 

that can help others 

deploy work zone ITS 

technologies effectively. 

The following are lessons learned on how 

ITS can help to plan, design, operate, and 

maintain work zones, and are taken from 

both evaluation research and the ITS 

Lessons Learned Knowledge Resource.

Design and Deployment

• Use existing permanent ITS components 

to aid in work zone management.39

With the largest construction season 

ever in St. Louis, the Missouri 

Department of Transportation made 

a concerted regional effort to link 

permanent ITS components (dynamic 

message signs (DMS), traffic sensors, 

cameras, and transportation management 

center operations) and temporary work 

zone DMS with communication along 

uncovered freeway sections to provide 

real-time traveler information on work 

zones. Information was collected from 

center operators, motorist assistance 

patrol operators, construction staff, 

and field observations and was 

disseminated in real-time via DMS, 

websites, and various media partners. 

• Deliver accurate information to the public 

for successful management of work zones.40

The New Mexico State Highway and 

Transportation Department (NMSHTD) 

employed an ITS-based mobile traffic 

monitoring and management system 

to help move vehicles through an 

extensive construction area. NMSHTD 

used ITS in part because frequent 

changes in traffic patterns and 

scheduled closures required that 

travelers be provided with high-quality 

real-time information. Among the ITS 

used to distribute this information were 

DMS, a website, and automated fax 

and email updates.

• Assess when it is appropriate to use ITS 

in a work zone and what type of system 

best meets the site-specific needs.41

Prior to initiating a major bridge and 

highway reconstruction effort on I-55 

south of Springfield, the Illinois 

Department of Transportation (IDOT) 

had a number of work zone safety 

and mobility concerns. To address those 

concerns, the agency explored how it 

could use ITS to improve the way 

approaching motorists were notified of 

the work zone. As a result of this 

assessment, IDOT implemented the 

Springfield Automated Portable 

Real-Time Traffic Control System, 

a system that monitored traffic flows 

in and leading up to the work zone 

and provided travelers with traffic 

information via DMS; e.g., “10-15 

minute delays.” 

• Maintain flexibility when deploying 

ITS in highly variable environments.42

Arkansas’ effort to reconstruct and 

repair more than 350 miles of roadway 

was a large, complex undertaking 

(including seven separate projects by 

two contractors) with a constantly 

changing configuration. As a result, 

the calibration of ITS became an 

important issue and required one 

full-time employee devoted exclusively 

to maintaining all sensors.

• Deploy speed monitoring displays 

(SMD) to discourage speeding through 

work zones.43, 44, 45, 46, 47 On high-speed 

rural Interstates, speeding is among 

the most often reported contributing 

factors for work zone crashes. 

In Nebraska, a number of studies 

consistently found that SMDs were 

effective in reducing vehicle speeds 

and increasing speed limit compliance. 

During a 2-year period, SMDs were 

found to be effective in lowering 

speeds and increasing the uniformity 

of speeds: the highest 15 percent of 

speeds were reduced by about 5 mph, 

resulting in speed limit compliance 

of 90 percent or more. 

• Place portable DMS on the shoulder or 

median nearest the discontinuous lane 

when implementing a dynamic late merge 

system to manage a work zone.48

When the Minnesota Department of 

Transportation evaluated a dynamic late 

merge system as part of its work zone 

traffic control strategy, it found that 

placing DMS on the shoulder or median 

nearest the discontinuous lane makes the 

signs much more visible to those drivers 

who may have a tendency to merge early. 

The agency determined that the DMS 

closest to the taper point should be 

positioned adjacent to the last static 

merge sign with an arrow so there is no 

contradiction in instructions from signs 

at two different locations. This placement 

also gives an additional buffer zone 

of distance to complete the merging 

procedure, which could encourage 

drivers to use the discontinuous lane.

Technical Integration

• Allow for sufficient start-up time when 

deploying an ITS application.49

Unanticipated issues may arise that 

will take time to address – for example, 

issues relating to operation of sensors 

or communications (wireless or wireline), 

or to license applications, system 

calibration, or software. In Illinois, 

a significant amount of time was 

required for system calibration for 

queue length detection systems during 

initial implementation. One suggestion 

is to add 5 percent to the best estimate 

of the time required.

For these and other lessons, visit: 

www.itslessons.its.dot.gov.

FHWA-JPO-07-003 • January 2007 • EDL# 14320

* Variable speed limit sign in a Michigan work zone. 

 Photo courtesy of Michigan State University.


Intelligent Transportation Systems 

forWork Zones

Source Information

Page 1. Introduction

1. U.S. Department of Transportation, National Strategy to Reduce Congestion on America’s Transportation 

 Network, Washington, DC: May 2006. Report: isddc.dot.gov/OLPFiles/OST/012988.pdf

2. Federal Highway Administration, Focus on Congestion Relief Webpage, “Congestion Reduction Toolbox: 

 Better Work Zones,” www.fhwa.dot.gov/congestion/toolbox/work_zones.htm

3. U.S. Department of Transportation, National Strategy to Reduce Congestion on America’s Transportation 

 Network, Washington, DC: May 2006. Report: isddc.dot.gov/OLPFiles/OST/012988.pdf

Page 1. Work Zones

4. The summary fact “Between 50 percent and 85 percent of drivers surveyed said that they changed their route 

 at least sometimes in response to travel time, delay, or alternate route messages provided by Work Zone ITS” 

 is based on four articles:

Document Referenced Simulated v. 

Measured Data Location of Study

Percent 

Indicating They 

Changed Route

Zwahlen, H., and A. Russ, Evaluation of the Motoring 

Public’s Acceptance of a Real-Time Travel Time 

Prediction System in a Freeway Construction Work 

Zone, presentation to the Transportation Research 

Board 81st Annual Meeting, January 2002. ITS Benefits 

Database Entry: www.itsbenefits.its.dot.gov/its/benecost.

nsf/0/1ED443F7C9575DBC852572600066ECD5

Traveler survey I-75 near Dayton, 

Ohio

51.88% 

changed route 

“a few times,” 

19.69% 

changed route 

“quite often”

Bushman, R. and C. Berthelot, “Estimating the Benefits 

of Deploying Intelligent Transportation Systems in Work 

Zones,” presentation to the Transportation Research 

Board 83rd Annual Meeting, January 22-24, 2004.

ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/FC47E6A8BE1A031B852572600069B4FE

Traveler survey I-95 in 

North Carolina

85% 

responded “at least 

once,” 

73% 

changed route 

“sometimes” or 

“often”
WORK ZONES



Document Referenced Simulated v. 

Measured Data Location of Study

Percent 

Indicating They 

Changed Route

Chu, L., H. Kim, Y. Chung, and W. Recker, 

“Evaluation of Effectiveness of Automated Workzone 

Information Systems,” Transportation Research 

Record 1911, 2005. ITS Benefits Database Entry:

www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

A70ADBCAC89456AE85257260006E4D77

Traveler survey Santa Clarita, 

California 78%

Minnesota Department of Transportation, Portable 

Traffic Management System Smart Work Zone 

Application: Operational Test Evaluation Report, 

St. Paul, MN: 1997. ITS Benefits Database Entry: 

www.itsbenefits.its.dot.gov/its/benecost.nsf/0/ACCC9254FA

D906A885257260006FB216

Traveler survey

I-94 near 

Minneapolis, 

Minnesota

51%

5. The summary fact “Reductions in queue lengths from 56 percent to 60 percent are possible” is based 

 on two articles:

Document Referenced Simulated v. 

Measured Data Location of Study Percent Decrease in Queue Length

Bushman, R. and C. Berthelot, “Estimating the Benefits 

of Deploying Intelligent Transportation Systems in Work 

Zones,” presentation to the Transportation Research Board 

83rd Annual Meeting, January 22-24, 2004.

ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/2B34D5EAE0CEA2C08525726000739B3C

Simulated I-95 in 

North Carolina 56%

Scriba, T., “Knowing Ahead of Time,” Transportation 

Management + Engineering, May 2005. 

ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/

benecost.nsf/0/21AADDD19A082069852572600073D030

Measured I-95 in 

North Carolina 60%

6. The summary fact “with simulations indicating system-wide reductions in total delay may range from 41 

 percent to 75 percent” is based on two articles: 

Document Referenced Simulated v. 

Measured Data Location of Study Percent Decrease in Delay

Bushman, R. and C. Berthelot, “Estimating the Benefits 

of Deploying Intelligent Transportation Systems in Work 

Zones,” presentation to the Transportation Research Board 

83rd Annual Meeting, January 22-24, 2004.

ITS Benefits Database Entries: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/2B34D5EAE0CEA2C08525726000739B3C

Simulated I-95 in 

North Carolina 55%-75%
WORK ZONES



Document Referenced Simulated v. 

Measured Data Location of Study Percent Decrease in Delay

Chu, L., H. Kim, H. Liu, and W. Recker, “Evaluation 

of Traffic Delay Reduction from Automatic Workzone 

Information Systems Using Micro-Simulation,” 

presentation to the Transportation Research Board 84th 

Annual Meeting, January 2005. 

ITS Benefits Database Entries: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/F090809C3D57058A85257260007450BC

Simulated Santa Clarita, 

California 41%

7. The summary fact “Speed monitoring displays (SMD) reduce speeds in work zones by 4-6 mph”

 is based on four articles: 

Document Referenced Simulated v. 

Measured Data Location of Study Decrease in Average Speed

McCoy, P.J., J. Bonneson, and J. Kollbaum, “Speed 

Reduction Effects of Speed Monitoring Displays 

with Radar in Work Zones on Interstate Highways,” 

Transportation Research Record 1509, 1995.

ITS Benefits Database Entries: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/8F2306948210535B8525726000748E72

Unknown Unknown 4-5 mph

Garber, N. and S. Patel, Effectiveness of Changeable 

Message Signs with Radar in Controlling Vehicle Speeds 

in Work Zones, Virginia Transportation Research Council 

Report No. VTRC-95-R4, Charlottesville, VA: 1994. 

Database Entries: www.itsbenefits.its.dot.gov/its/benecost.

nsf/0/E03F81943EA3961C852572600075418A

Measured Six interstate work 

zones in Virginia 4 mph

Garber, N. and S. Srinivasan, Effectiveness of Changeable 

Message Signs with Radar in Controlling Vehicle Speeds 

in Work Zones, Virginia Transportation Research Council 

Report No. VTRC-98-R10, Charlottesville, VA: 1998. 

ITS Benefits Database Entries: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/A820F8AA8A2EB378852572600074CEAE

Measured I-81 and State Rte. 19 

in Virginia 6 mph

Fontaine, M.D., P. Carlson, and G. Hawkins, Use of 

Innovative Traffic Control Devices to Improve Safety 

at Short-Term Rural Work Zones, Texas Transportation 

Institute Report No. 1879-S, College Station, TX: 2000. 

ITS Benefits Database Entries: www.itsbenefits.its.dot.gov/

its/benecost.nsf/0/F61943DF4661F59E85257260007508B4

Measured Rural work zone 

in Texas 5 mph

8. McCoy, P.J., J. Bonneson, and J. Kollbaum, “Speed Reduction Effects of Speed Monitoring Displays with Radar 

 in Work Zones on Interstate Highways,” Transportation Research Record 1509, 1995. ITS Benefits Database 

 Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/8F2306948210535B8525726000748E72

9. Federal Highway Administration, “Technologies Deployed at Work Zones: 2004 National Summary,” ITS 

 Deployment Statistics Database Entry: www.itsdeployment.its.dot.gov/ResultsStateNational.asp?ID=1086
WORK ZONES



10. Federal Highway Administration, “Technologies Used at Work Zones to Communicate with Vehicles: 2004 

 National Summary,” ITS Deployment Statistics Database Entry: 

 www.itsdeployment.its.dot.gov/ResultsStateNational.asp?ID=1088

11. Federal Highway Administration, “Reasons for Deploying ITS Technologies at Work Zones: 2004 National 

 Summary,” ITS Deployment Statistics Database Entry: 

 www.itsdeployment.its.dot.gov/ResultsStateNational.asp?ID=1087

Page 2. Dynamic Lane Merge Improves Capacity, Decreases Travel Time

12. Federal Highway Administration, ITS in Work Zones: A Case Study – Reducing Aggressive Driving and 

 Optimizing Throughput at Work Zone Merges in Michigan, Washington, DC: October 2004. ITS Benefits 

 Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/26DA38163F4820A585257260005234F9

 Report: www.ops.fhwa.dot.gov/wz/technologies/michigan/index.htm

13. Ibid.

14. Ibid.

15. Ibid.

16. Frankel, Emil H., Revised Departmental Guidance: Valuation of Travel Time in 

 Economic Analysis, February 11, 2003. Document: ostpxweb.dot.gov/policy/Data/VOTrevision1_2-11-03.pdf

17. Correspondence with Jeff Grossklaus, Construction Staff Engineer, Michigan Department of 

 Transportation, November 2006. ITS Costs Database Entry: www.itscosts.its.dot.gov/its/benecost.nsf/0/

 DDE520872475EFCC8525725D0068879B

18. Minnesota Department of Transportation, Evaluation of 2004 Dynamic Late Merge System, St. Paul, MN: 

 December 2004. ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

 B706D19649FE2EDC852572600059EBF0

 Report: www.dot.state.mn.us/trafficeng/workzone/2004DLMS-Evaluation.pdf

Page 2. ITS Eases the Pain of Road Closure

19. Federal Highway Administration, Intelligent Transportation Systems in Work Zones: A Case Study – Real-

 Time Work Zone Traffic Control System Using an Automated Traffic Information System to Reduce 

 Congestion and Improve Safety During Reconstruction of the I-55 Lake Springfield Bridge in Illinois, 

 Washington, DC: October 2004. ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

 F8D7396B1467FC7185257260006120B1

 Report: www.ops.fhwa.dot.gov/wz/technologies/springfield/index.htm

20. Ibid.

21. Ibid.

22. Ibid. 

23. Lee, E., and Changmo, K., “Automated Work Zone Information System (AWIS) on Urban Freeway 

 Rehabilitation: California Implementation,” presentation to the 85th Annual Meeting of the Transportation 

 Research Board, Washington, DC, January 2006. ITS Benefits Database Entry: 

 www.itsbenefits.its.dot.gov/its/benecost.nsf/0/F1F2919AE17E081285257172005C8569

24. Ibid.

25. Ibid.

26. Ibid.

27. Ibid.
WORK ZONES



Page 3. Arkansas Invests in AWIS, Increases Use of Alternate Routes

28. Tudor, L., et al., “Deployment of Smart Work Zone Technology in Arkansas,” presentation to the 

 Transportation Research Board Annual Meeting, January 13, 2003, p. 4. ITS Costs Database Entry: 

 www.itscosts.its.dot.gov/its/benecost.nsf/0/8CA0144FB5B6EDC085256E4A004ABE9B and ITS Benefits 

 Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/27669979CF95470685256E3F0056DC8A

29. Ibid., p 6. 

30. Ibid.

31. Ibid., p. 7.

Page 3. Findings from the Michigan Work Zone Variable Speed Limit System Test

32. Michigan Department of Transportation and Michigan State University, Field Test of Variable Speed Limits in 

 Work Zones (In Michigan), Final Report, Lansing, MI: September 2003. Report: 

 tig.transportation.org/sites/aashtotig/docs/VSL%20Entire%20Final%20Report.pdf

33. Correspondence with Mr. Jeff Grossklaus, PE, Construction Staff Engineer, Construction and Technology 

 Division, Michigan Department of Transportation, December 2002. ITS Costs Database Entry: 

 www.itscosts.its.dot.gov/its/benecost.nsf/0/A66BC990F83CDAE885256E000049F9DD

34. Michigan Department of Transportation and Michigan State University, Field Test of Variable Speed Limits in 

 Work Zones (In Michigan), Final Report, Lansing: MI, September 2003. ITS Benefits Database Entry: 

 www.itsbenefits.its.dot.gov/its/benecost.nsf/0/F3678455A0AF32778525726000648619

 Report: tig.transportation.org/sites/aashtotig/docs/VSL%20Entire%20Final%20Report.pdf

35. Ibid., p. 18. 

36. Ibid., pp. 39-40.

Page 3. Implementing the Work Zone Safety and Mobility Rule

37. Scriba, Tracy, “The Final Rule on Work Zone Safety and Mobility,” presentation to the National Transportation 

 Operations Coalition “NTOC Talks” Webcast, Reducing Congestion – Good Work Zone Strategies that 

 Can Help, February 17, 2005. 

 Presentation: www.ntoctalks.com/webcast_archive/to_feb_17_05/to_feb_17_05ts.ppt

38. For general information and guidance, see www.ops.fhwa.dot.gov/wz/resources/final_rule.htm

Page 4. ITS for Work Zone Management – Lessons from Experience 

Design and Deployment

39. Correspondence with Tyson King, ITS Traffic Engineering Specialist, Missouri Department of Transportation, 

 December 2006.

40. Federal Highway Administration, Intelligent Transportation Systems in Work Zones: A Case Study – 

 Work Zone Traffic and Incident Management System, Keeping Traffic Moving During Reconstruction of 

 the Big I, a Major Interstate-Interstate Interchange in Albuquerque, Washington, DC: January 2004. 

 ITS Lessons Learned Knowledge Resource Entry: 

 www.itslessons.its.dot.gov/its/benecost.nsf/Lesson?OpenForm&F32B8CDEC73AD6C18525707E0061C5B6

 (Lesson learned point of contact: Allan DeBlasio, U.S. DOT / RITA / John A. Volpe National Transportation 

 Systems Center, 617-494-2032, allan.j.deblasio@volpe.dot.gov). 

 Report: www.itsdocs.fhwa.dot.gov/jpodocs/repts_te/13941.html
WORK ZONES

10

41. Federal Highway Administration, Intelligent Transportation Systems in Work Zones: A Case Study – Using an 

 Automated Traffic Information System to Reduce Congestion and Improve Safety During Reconstruction of 

 the I-55 Lake Springfield Bridge in Illinois, Washington, DC: October 2004, p. 4-3. 

 ITS Lessons Learned Knowledge Resource Entry: www.itslessons.its.dot.gov/its/benecost.nsf/

 Lesson?OpenForm&A286EB6A08D7ECEB8525725F006CD882

 (Lesson learned point of contact: William Frey, 217-782-7401, freywr@dot.il.gov).

 Report: www.itsdocs.fhwa.dot.gov/jpodocs/repts_te/13984.htm

42. Federal Highway Administration, “I-30 Little Rock to Benton, Arkansas,” draft chapter in a forthcoming 

 report, expected publication fall 2007. ITS Lessons Learned Knowledge Resource Entry: 

 www.itslessons.its.dot.gov/its/benecost.nsf/Lesson?OpenForm&871D8AECEDE03CEB8525726000594533

 (Lesson learned point of contact: Cheryl Lowrance, Mitretek Systems, 202-863-2986, 

 cheryl.lowrance@mitretek.org).

43. McCoy, P.T., G. Pesti, “Smart Work Zone Technology Evaluations: Speed Monitoring Displays and Condition-

 Responsive, Real-Time Travel Information Systems,” paper presented at the Institute of Transportation 

 Engineers 2001 Annual Meeting and Exhibit, Chicago, IL, August 19-22, 2001. 

44. McCoy, P.J., J. Bonneson, and J. Kollbaum, “Speed Reduction Effects of Speed Monitoring Displays with Radar 

 in Work Zones on Interstate Highways,” Transportation Research Record 1509, 1995. 

 ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

 8F2306948210535B8525726000748E72

45. Garber, N. and S. Patel, Effectiveness of Changeable Message Signs with Radar in Controlling Vehicle Speeds 

 in Work Zones, Virginia Transportation Research Council Report No. VTRC-95-R4, Charlottesville, VA: 1994.

 ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

 E03F81943EA3961C852572600075418A

46. Garber, N. and S. Srinivasan, Effectiveness of Changeable Message Signs with Radar in 

 Controlling Vehicle Speeds in Work Zones, Virginia Transportation Research Council Report No. VTRC-98-R10, 

 Charlottesville, VA: 1998. ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

 A820F8AA8A2EB378852572600074CEAE

47. Fontaine, M.D., P. Carlson, and G. Hawkins, Use of Innovative Traffic Control Devices to Improve Safety at 

 Short-Term Rural Work Zones, Texas Transportation Institute Report No. 1879-S, College Station, TX: 2000.

 ITS Benefits Database Entry: www.itsbenefits.its.dot.gov/its/benecost.nsf/0/

 F61943DF4661F59E85257260007508B4

48. Minnesota Department of Transportation, Dynamic Late Merge System Evaluation, St. Paul, MN: 

 October 2003. ITS Lessons Learned Knowledge Resource Entry: www.itslessons.its.dot.gov/its/benecost.nsf/

 Lesson?OpenForm&00364CE62DB27A798525707E0061C501

 (Lesson learned point of contact: Firoz Kabir, Mitretek Systems, 202-863-2987, firoz.kabir@mitretek.org). 

 Report: www.dot.state.mn.us/trafficeng/research/data/DynLateMerge.pdf

Technical Integration

49. Federal Highway Administration, Intelligent Transportation Systems in Work Zones: A Cross Cutting Study – 

 Integrated Work Zone Systems for Improving Travel Conditions and Safety, Washington, DC: November 2002.

 ITS Lessons Learned Knowledge Resource Entry: 

 www.itslessons.its.dot.gov/its/benecost.nsf/Lesson?OpenForm&481DB03ED43C6292852571A4004D72C9

 (Lesson point of contact: Allan DeBlasio, U.S. DOT / RITA / John A. Volpe National Transportation 

 Systems Center, 617-494-2032, allan.j.deblasio@volpe.dot.gov).

 Report: www.itsdocs.fhwa.dot.gov/jpodocs/repts_te/13600.html