Work Zone Operations

Best Practices Guidebook

Publication No. FWHA-OP-00-010 April 2000

Federal Highway Administration (FHWA)

United States Department of Transportation

American Association of State Highway and Transportation Officials

(AASHTO)
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Work Zone Best Practices Guidebook 

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Forward

This guidebook is the first release of a resource designed to give state and local

transportation agencies, construction contractors, transportation planners, trainers, and

others with interest in work zone operations access to information and points of contact

about current best practices for achieving work zone mobility and safety. As new best

practices emerge and are documented, they will be appended to the guidebook and

cross-referenced as appropriate. Additionally, CD-ROM and web-based versions of the

guidebook are under development and will make this same information available in an

easily accessible electronic format. The interactive CD-ROM will provide added search

and cross-referencing capabilities and facilitate widespread distribution and use of the

guidebook.

In addition to the work zone best practices and cross-references, the guidebook

includes three forms designed to make the guidebook more useful to current and future

users. These are 1) a registration form, 2) a best practices submission form, and 3) a

best practices review and comment form. Please complete the registration form so

that you can be included in distributions of future editions of this document (paper or

CD-ROM versions) and notified when updated information is available through web

sites or other methods.

Copies of this document can be obtained through the Office of Transportation

Operations, Federal Highway Administration.

Jeffrey Lindley, Acting Director

Office of Transportation Operations

Operations Core Business Unit

Federal Highway Administration

Notice

This document is disseminated under the sponsorship of the Department of

Transportation in the interest of information exchange. The United States Government

assumes no liability for its content or use thereof. This report does not constitute a

standard, specification, or regulation.

The United States Government does not endorse products or manufacturers. Trade

and manufacturers’ names appear in this report only because they are considered

essential to the object of the document.
Work Zone Best Practices Guidebook 

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Acknowledgments

The Work Zone Best Practices Guidebook builds on work lead by a Federal Highway

Administration review team consisting of

Daniel M. Mathis, P.E.

Assistant Division

Administrator

Illinois Division

Springfield, Illinois

James B. Sorenson

Senior Engineer

Office of Engineering

Washington, D.C.

Edward A. Terry, Jr., P.E.

Engineering Specialist

Office of Program Quality

Coordination

Washington, D.C.

The review team was assisted by other Headquarters program offices and a

representative from each of the FHWA region offices who accompanied the Review

Team during the visits to their respective region. In addition, individuals from 115

transportation agencies, associations, organizations, and industries shared their

experiences, knowledge, and information with the review team so that the best

practices included in this guidebook could be properly documented.

The guidebook’s origins date back to the June 1999 AASHTO Meeting of the

Subcommittee on Traffic Engineering. At that meeting, Don Steinke, Director or

FHWA’s Office of Transportation Operations, and Sterling Davis, Engineer for Traffic

and Safety at the Utah Department of Transportation and then Chairman of the

AASHTO Subcommittee’s Best Practices in Work Zones Task Force, agreed to

collaborate on the development, publication, and distribution of a Work Zones Best

Practices Guidebook that would give practitioners easy access to these best practices. 

Mike Crow of the Kansas Department of Transportation succeeded Sterling Davis as

Task Force Chairperson and continued the collaboration.

The Guidebook was prepared collaboratively with FHWA’s Work Zone Mobility and

Safety Product Team serving as the primary focus point at the federal level and the

AASHTO Best Practices in Work Zones Task Force providing views and comments

from the state perspective.
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook Registration

Please take a few moments to complete the following registration information and either

fax or mail it to: Work Zone Operations, FHWA/HOTO-1, 400 Seventh Street, S.W.,

Washington, D.C. 20590, Fax: (202) 366-8712

Name:

Title/Position:

Organization/Agency:

Address (include country if other than USA):

Phone: ( ) Fax: ( )

Email Address:

Primary Responsibility (especially note responsibilities related to work zone

operations):

Do you want to be notified of additions/changes to the guidebook?  yes  no

Would you like to receive the CD-ROM guidebook when available?  yes  no 

Suggestions for improving the guidebook:

Based on your initial impressions, do you feel that this guidebook will be useful to you in identifying

practices that will improve work zone operations? Assign 1 to 4 stars.

(Not useful)     (Very Useful)
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook 

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Work Zone Best Practice Submission Form

Is your organization using innovative approaches that result in greater mobility and

safety in work zones? Use the form below to describe what you do to improve work

zone operations, whether in policy, planning, public outreach, or during construction

and maintenance activities. Reproduce the form as necessary and submit to: Work

Zone Operation, FHWA/HOTO-1, 400 Seventh Street, S.W., Washington, D.C. 20590

or fax to (202) 366-8712.

Location where practice or policy is employed (e.g., state, county, city):

Short title of the best practice/policy:

Brief description of the best practice/policy:

Reason(s) for adopting the best practice/policy:

Biggest benefit(s) being realized from this best practice/policy:

Location and type(s) of projects where this practice/policy is most applicable/effective:

Contact(s) (include name, office/agency, phone/fax, and e-mail address):

Check all categories where this best practice/policy applies:

Policy and Procedures

Public Relations, Education, and Outreach

(General Public, Driver, and Elected Officials)

Prediction Modeling and Impact Analysis: 

Congestion and Crashes

Planning and Programming

Project Development/Design

Contracting and Bidding Procedures

Specifications and Construction Materials,

Methods, and Practices

Traveler and Traffic Information (Project

Related)

Enforcement

ITS and Innovation Technology

Evaluation and Feedback
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook 

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Work Zone Best Practices Comment Form

As you use this guidebook to identify, select, and, as appropriate, employ best practices

described here, please provide comments on the Guidebook and on best practices you

find particularly helpful or where you have built upon a best practice contained in the

Guidebook to achieve better results. Reproduce the form as necessary and mail or fax

to: Work Zone Operations, FHWA/HOTO-1, 400 Seventh Street, SW, Washington, D.C.

20590 or fax (202) 366-8712.

Best Practices Reference Number (or Guidebook page number(s)): 

Best Practice/Policy Title (or Guidebook section):

Your Name: Title/Position:

Your Organization/Agency:

Phone: ( ) Fax: ( )

Email Address:

General comments on Guidebook or comment(s) on the best practice/policy (e.g., how and where

applied, results obtained, modification/improvements made, “lessons learned”):

Did you contact anyone to learn more about the best practice: yes no

Was the contact information provided in the guidebook correct: yes no

If “no” please provide the correct contact information below:

How would you rate the Guidebook or the specific best practice overall in terms of how well you were

able to implement it in your organization and the results achieved? Assign 1 to 4 stars.

(Low)     (High)
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook 

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Table of Contents

Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i

Acknowledgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

Work Zone Best Practices Registration Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii

Work Zone Best Practices Submission Form ................................ v

Work Zone Best Practices Comment Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix

Introduction .......................................................... 1

Useful Web Sites with Work Zone and Related Information .................... 2

A Roadmap for the Guidebook ........................................... 3

List of Best Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Best Practices Cross-References

By State/FHWA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

By Project Life Cycle Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

By Participating Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

By Geographic/Demographic Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . 15

By Traffic Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

By Nature of the Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

By Roadway Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Best Practices Descriptions

Policy and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Public Relations, Education, and Outreach (General Public, Driver,

and Elected Officials) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Prediction Modeling and Impact Analysis: Congestion and Crashes . . . . . . 103

Planning and Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

Project Development/Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Contracting and Bidding Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

Specifications and Construction Materials, Methods, and Practices . . . . . . . 173

Traveler and Traffic Information (Project Related) . . . . . . . . . . . . . . . . . . . . . 225

Enforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

ITS and Innovation Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

Evaluation and Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283

Best Practices Topical Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook 

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Introduction

This Work Zone Best Practices Guidebook is a reference document that can be

updated with new approaches, technologies, and practices as they become “state-ofthe-practice” in Work Zone Mobility and Safety Management. These initial best

practices are drawn from those observed during a work zone scanning tour of 26 states

during 1998. Each best practice is described in detail, including the location where it

was observed and points of contact for further information.

The best practices are descriptive not

prescriptive. That is, they describe

approaches used by transportation

agencies, along with contact information. 

Each organization must determine which

of these practices are best suited for its

particular situation, considering all factors

that affect work zone operations.

The best practices recorded in the 1998

FHWA report “Meeting Customers’ Needs

for Mobility and Safety During Construction

and Maintenance Operations” were organized into eleven major groupings. The

groupings collected similar practices so that readers could easily find all of the practices

that deal with a particular topic. This guidebook leverages the collection of work zone

operations best practices by providing an easily accessible compilation of the best

practices, a series of cross-references that enable users to find best practices in

several different ways, and a topical

index that offers 41 topics and

subtopics for more specific searches. 

The guidebook is assembled in a threering binder so that updated or new best

practices can be added easily. The

reference numbers shown are

consecutive numbers assigned to each

best practice so that as new best

practices are added, they can be

added to the guidebook and the crossreference listings.

Each of the eleven sections begins with

an assessment of the state-of-the-art for work zone practice in each area and a brief

description of how transportation agencies can achieve the state-of-the-art. Following

this overview of the category, each of the work zone best practices is described in

greater detail. The descriptions include:

• A Best Practice Reference Number Used in the Cross-Reference Section

• Location of the Best Practice/Policy

• The Best Practice Title Used in the Meeting Customers’ Needs Report
Work Zone Best Practices Guidebook 

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• Description of the Best Practice/Policy

• Reason(s) for Adopting the Best Practice/Policy

• Biggest Benefit(s) Being Realized from this Best Practice/Policy

• Location and Type(s) of Projects Where this Practice/Policy Is Most

Applicable/Effective

• Contact(s)

The cross-reference section of the guidebook provides a variety of cross-references

that allow practitioners to identify best practices based on where they were observed,

project life cycle stage, type of organization, geographic or demographic characteristics,

nature of the work zone activity, traffic conditions in the work zone, and the type of

roadway involved.

Useful Web Sites with Work Zone or Related Information

The following web sites have information specifically related to work zone operations or

organizations and programs that address work zone issues. The Work Zone Safety

Information Clearinghouse maintained by the Texas Transportation Institute is a

particularly valuable source of current work zone information and contacts.

American Road and Transportation Builders Association http://www.artba-hq.org

American Traffic Safety Services Association http://www.atssa.com

American General Contractors http://www.agc.org

American Association of State Highway

and Transportation Officials http://www.aashto.org

Federal Highway Administration http://www.fhwa.dot.gov

FHWA Highway Rail/Grade

Crossing http://safety.fhwa.dot.gov/safetyprogs/hiway/hiwaygradexing.htm

FHWA MUTCD web site http://mutcd.fhwa.dot.gov

FHWA Work Zone Safety

Program http://safety.fhwa.dot.gov/safetyprogs/hiway/wkzone.htm

Institute of Transportation Engineers http://www.ite.org

Local Transportation Assistance Program http://www.ltap.org

National Utilities Contractors Association http://www.nuca.com

Work Zone Safety Information Clearinghouse http://wzsafety.tamu.edu
Work Zone Best Practices Guidebook 

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By State/FHWA

By Project Life

Cycle Stage

By Participating

Organization

By Geographic/

Demographics

By Traffic Conditions

By Nature of the

Work

By Roadway

Characteristics

B est P ractices List

and Cross-References

Policy/procdures

Public Rrelations/

Education/Outreach

Prediction Modeling

and Analysis

Planning and

Programming

Project Development/

Design

Contracting and

Bidding

Specs, Materials,

Methods & Practices

Traveler and Traffic

Information

Enforcement

ITS and Innovation

Technology

Evaluation and

Feedback

Best Practices Descriptions

G rouped in M ajor A reas

41different W ork Zone

topics and subtopics

Best Practices

Topical Index

W ork Zone Best Practices Guidebook Overview

A Roadmap for the Guidebook

The diagram below illustrates how the guidebook is organized. The first section

provides several cross-references that list the best practice reference numbers

associated with each of several groupings useful to work zone planners and crews. 

The second portion provides the best practices descriptions, organized into eleven

major areas, with separate tabs for each area. The best practices appear in numerical

order in this section, based on the assigned reference numbers. The final portion is a

topical index where users can find the reference numbers of specific best practices that

relate to fairly narrow topics and subtopics.
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook 

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List of Best Practices

Best Practices Area 1: Policy and Procedures

1. Road Closure Program

2. Design and Construction of City Water and Sewer Lines Within the Street Right

Of Way is Done by the Street Transportation Department

3. Street Closure Program

4. Caltrans Traffic Management Plan

5. Traffic Management Plan on Major Urban Project:

6. “Design for Safety” partnership (Design-construction-maintenance) formed

design projects that enhance worker safety and minimize worker delays

7. Long Life Pavement Rehabilitation Program for Urban Freeways

8. Purchase of Transit Vehicles to Reduce Volume of Automobiles Through

Construction Work Zones

9. Work Zone Performance Measures for Minimizing Delay Period/Queue Length

10. Lane Closure Policy: On the Interstate, maintain the existing number of through

travel lanes in the work area; in no case less than two lanes

11. Roundtable Discussions on Urban Freeway Reconstruction and Rehabilitation

Project Issues

12. Mayor’s Transportation Management Task Force

13. Reduce Congestion in Work Zones – INDOT Strategic Goal

14. Work Zone Baselines, Benchmarks, and Performance Goals for Fatalities and

Injuries

15. Business Plan Strategy – Reduction of Businesses/Motorist Impact Due to Work

Zones

16. Twelve Minute Delay Rule

17. “Guide to Establishing Speed Limits in Highway Work Zones”

18. New Jersey DOT (NJDOT) Established a New Safety Office Entitled – “Office of

Capital Project Safety” (OCPS)

19. Limited Length of Lane Closure Within a Project

20. Policy/Standards for Slow Moving Maintenance Operations

21. Lane Closure Policy/Map

22. Weekend Closures and Total Closures to Accelerate Work and Minimize

Motorist Delay

23. Life Cycle Costing to Select Longer Lasting Materials and Products

24. “Compendium of Options” (Construction Traffic Maintenance Strategies)

25. Full-Time Work Zone Traffic Control Person in Metro District Offices

26. Public-Private Partnership Incentives for Early Completion

27. Ramp Closures During Reconstruction

28. The specification for 20 Minute Maximum Delay Period

29. Performance Goal for Work Zones to be Designed at the Posted Speed

30. Use of Commuter Incentives to Minimize Congestion in Work Zones

31. Minimum Geometric Standards for Work Zones

32. Business plan strategy to reduce work zone delays and crashes.

33. Policy – “Guidelines for Improving Safety in Freeway Construction Zones,” Work

Zone Traffic Control Congestion and Delay,” Congestion Reduction Work Zones.
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34. Multi-agency work zone Safety Committee (Trucking Assoc., State Police,

PennDOT)

35. Removal of Traffic Control Pattern if not working multiple shifts

36. Work Zone Safety Program Established by TxDOT

37. Policy – Balanced Transportation Program and Projects Advertised on Time

38. Motor Carrier Initiative – “Work Zone Accident Reduction/Prevention Project”

39. One Season Construction Contracts

40. Lane Closure Coordinator for Interstate Highways in a State Highway District

41. Construction Work Zone Traffic Control Strategy

42. Work Zone Performance Goal – 20 Minute Maximum Delay Specification

43. Guidelines for Use of Flaggers and Police Details for Highway Work Zones

44. I-95 Corridor Coalition

45. Accelerated Construction Initiative included in Region 3’s FY 98 Work Plan

46. Region 4 Guidance – Uneven Pavement and Edge Drop-Off

47. Performance Plan Objective to Reduce the Public’s Exposure to Highway

Construction Activities

Best Practices Area 2: Public Relations, Education, and Outreach (General Public,

Driver, and Elected Officials

48. Constructing Your Image – A Public Relations Handbook for Contractors

49. DOT Personnel Involved in Driver Education Programs

50. Public Information Campaign

51. Circuit Rider Van Program

52. Public Outreach Through Use of Neighborhood Liaisons

53. Media outreach program for construction and maintenance work zones

54. TRANSCOM Transmits to User Groups

55. Public Awareness Committee/Public Education and Outreach Program for Work

Zone Safety

56. Work Zone Safety Campaign – “Work Zone – Stay Alert”

57. “IMPACT” – Public Information Program

58. Work Zone Safety Video for Truckers

59. Work Zone Safety Public Service (PSA) Announcement – “At the Office”

60. Develop Media Partnerships

61. Public Outreach Efforts to Increase Participation in Traffic Management Plan

(TMP) Strategies

62. “Wizard” CB Radio transmissions providing work zone safety messages to

truckers

63. Partnership with Motor Truck Association

64. Fixed sign Message “XXX People Killed in this Work Zone” displayed in advance

of work zone

65. Work Zone Safety Materials distributed at rest areas, Welcome Stations and

truck stops

66. Work Zone Safety Week

67. Joint Training With Contractor and VDOT Construction/Maintenance Work Zone

Personnel

68. Work Zone Safety Round Tables

69. “What’s Wrong With This Work Zone” – Training Video

70. Driver’s Education: Learning Work Zone Safety
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71. Dissemination of Work Zone Information

72. Region 4 Quality Management Workshop (QMW)

73. Regional Work Zone Conferences

74. Safety Regional Technical Specialty Team (RTST)

75. Promotion of A+B Bidding; Lane Rentals; Incentives/Disincentives; PR

Campaign

76. Satellite Video Conference on Work Zone Safety

77. “You Show Us How” Contests

78. Maintenance Tour

Best Practices Area 3: Prediction Modeling and Impact Analysis – Congestion

and Crashes

79. Lane Closure Analysis for Toll Roads

80. QUEWZ Software is Used to Predict Congestion and Associated User Costs

81. Modeling Projected Traffic Delay

82. Traffic Impact Report (TIR)

83. Traffic Impact Analysis

84. Tool – DELAY Enhanced 1.2 Software for Estimating User Delay Impacts and

Costs for Freeway Capacity Restrictions

Best Practices Area 4: Planning and Programming

85. Corridor Management Approach for Maintenance and Construction 

Operations

86. Corridor Planning Used Versus Project Planning to Minimize Delays and

Enhance Safety in Work Zones

87. Traffic Management Plans (TMP) (Chapter 81 in INDOT’s Design Manual)

88. Corridor planning

89. Comprehensive Traffic Management Plan for the reconstruction of the I-55/I-20

interchange

90. High Impact Project Task Forces

91. Corridor Traffic Management Plans Versus Project Traffic Control Plans

92. Coordination of all State DOTs, local governments, utility constructions and

maintenance work to minimize motorist delays in the Oklahoma City and Tulsa

areas

93. Tool – Use of MENUTP Corridor Modeling for the Valley Concerning I-15

Construction Closure and Restriction Alternatives

94. I-81 Steering Committee

Best Practices Area 5: Project Development/Design

95. Traffic Management Workgroups

96. Involvement of Affected Communities and Businesses in the Project

Development Process

97. Formal Constructability Review Process (CRP)

98. Constructability Reviews by Construction Industry Representatives During

Project Design

99. Constructability Practices for Reducing Motorist and Business Exposure to the

Work Zone

100. Utilizing Video to Enhance Public Involvement
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101. Policy – Sequence, Coordinate and Schedule Projects to Minimize Motorist

Delay and Interference to Effected Business/Residential Community

102. Road User Cost in Evaluating and Selecting Traffic Management Plans

103. Multi-Disciplinary Teams to Design, Evaluate, and Select Traffic Management

Plans (TMP)

104. Comparisons of the estimated construction time required to maintain traffic

through the work zone verses closing the highway and diverting traffic

105. Constructability Reviews on High Visibility Projects in Design Phase

106. Traffic Control Plan Checklist (Chapter 82-7 in INDOT’s Design Manual)

107. Comparison routinely made of the estimated construction time to maintain traffic

through the work zone versus closing the highway and diverting traffic

108. Total road closure

109. North Carolina Contractor’s Association Participation in Constructability

Reviews

110. “Coordination of Road Closure/Detours During Construction” – Design

Procedures Manual

111. Community Advisory Councils

112. Contractor Participation in Constructability Reviews

113. CPM Scheduling to Set Contract Time

114. Value Engineering (VE) Studies are Conducted on Major Projects in the Early

Phases of Design and Focus on Traffic Management

115. Emergency Response Team and Trucking Association Involved in the

Design/Evaluation of the Traffic Control Plan

116. Contractor Hired by Design Consultant to do Constructability Review on James

River Bridge

117. Value Engineering (all projects over $2 million) to Minimize Construction Time

and Road User Cost

118. Methods of Reducing Work Zone Congestion “Tool Box”

Best Practices Area 6: Contracting and Bidding Procedures

119. Alternative Contracting Practices

120. Flexible Start Times

121. Summertime Bridge Reconstruction Program

122. A+B, I/D and Lane Rental in Reducing Contract Time

123. A+B, and Incentive/Disincentive clauses

124. Time Based Bidding (A+B, I/D and Lane Rental)

125. Contractor Rating System

126. A+B with I/D for reducing contract time

127. A+B Contracts

128. A+B Bidding Clauses in North Carolina DOT Contracts

129. Pre-qualification to restrict the bidding capacity of contractors who were behind

schedule on current DOT contracts or who consistently demonstrated their

inability to complete DOT contracts on schedule

130. Construction Lane-mile Rentals

131. Lane Rental

132. Flexible start time provisions in contract: Pre-qualification to restrict the bidding

capacity of contractors who were behind schedule on current DOT contracts or
Work Zone Best Practices Guidebook 

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who consistently demonstrated their inability to complete DOT contracts on

schedule

133. A+B Bidding (Time Based Bidding)

134. Lane Rental Specification

135. Contract Award of the I-5 Interstate Bridge Lift Span Repair Project Based on

Performance and Cost

136. Narrow Window for On-Site Construction

137. Frequent Use of Innovative Contracting Procedures

Best Practices Area 7: Specifications and Construction Materials, Methods, and

Practices

138. Disincentive Specification for Failure to Remove Lane Closures by the

Prescribed Time Each Day

139. Reflectorized Suits for Nighttime Work

140. Incident Management in Work Zones

141. Quick Change Sign Post

142. Portable Concrete Barrier (K-rail) Connection

143. “Train” Method of Construction

144. “Rolling Roadblock” Method for Total Road Closure

145. Use of the Orlando Traffic Control Center/Surveillance and Motorist Information

System (SMIS) During Construction Projects

146. All Lane Closures are Approved by the Authority

147. Standard Specification that Requires the Contractor to Correct Deficient Traffic

Control at the Engineer’s Request or be Subject to a $500 Penalty

148. Emergency Traffic Patrol Motorist Assistance and Incident Management

Program

149. 45 MPH Posted Speed When Flashing

150. High Visibility Worker Apparel

151. Project Monitoring with Incident Response

152. Employ a part-time retired bridge contractor to assist designers and to perform

constructability reviews

153. Extended Warranty Specification for Bridge Painting Contracts advertised by the

State Highway Administration (SHA)

154. Dispute Resolution Process Agreement for Changes to Traffic Control Plan

Between CA/T and City of Boston

155. City of Boston Traffic Engineers Included on CA/T Traffic Engineering Staff

156. High Visibility Reflective Clothing Required for Night Work

157. Restricting the length of active work zones

158. 14-foot lane width pavements for all rehabilitation/reconstruction projects

159. Incident Management Special Provision in Construction Contracts

160. Diamond Grinding Finish Profile on PCC Pavements

161. A “Safety Program” Specification has been Recently Developed by the NJDOT

and Accepted by the Construction Industry

162. NJDOT Nighttime Lighting Specification for Night Work

163. Nighttime Construction Operations

164. Incident Management Inter-Agency Teams

165. Portable Lighting Specified in Contracts Containing Critical Lane Closures and/or

Merges
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166. Closure of Entrance Ramps During Construction

167. Drone Radar on Changeable Message Signs Approach Work Zones to Get the

Driver’s Attention

168. Rumble Strips at the Beginning of Work Zones to Get the Driver’s Attention

169. Certified Worksite Traffic Control Supervisors Required in Contracts

170. Incident Management in the Westside Corridor Work Zones

171. Monitoring of the Contractor’s Critical Path Method (CPM) Schedule

172. Motorist Services

173. Highly visible reflectorized flagger vest (strong yellow green & orange)

174. Incident Management meetings on construction project

175. Contractor Furnished Service Patrols on the I-15 Project

176. 10 Year Warranty (maintenance provision) for I-15

177. Practice – Work Zone Incident Management Provisions in Construction 

Contracts

178. Flagger Certification Program

179. “Work Zone Safety Checklist” Form

180. Pocket Size “Guidelines For Temporary Traffic Control”

181. Constructability Reviews Focused on Minimizing Construction Contract Time and

User Delays

182. Temporary High Mast Lighting

Best Practices Area 8: Traveler and Traffic Information (Project Related)

183. Construction Project Public Information/Public Relations Program 

(Newsletters)

184. Bid Item in the Construction Contract for Public Relations

185. Signing for Businesses Affected by the Construction of City Streets

186. District Work Zone Traffic Management Coordinator

187. Dissemination of Work Zone Project Information by Public Information 

Offices

188. Georgia NAVIGATOR (www.georgia-navigator.com)

189. Public Relation Campaigns and the Use of Public Relation Firms

190. Public Relations Campaign for Illinois State Toll Highway Authority (ISTHA)

Construction and Maintenance Projects in the Chicago Metro Area

191. Provide Real-Time Traffic Information to the Public

192. Media Partnership to Inform Public of Traffic Effected by Construction and

Maintenance Operations

193. Hoosier Helper

194. Media to Minimize Work Zone Delays and Inform Public of Work Zone 

Delays

195. Joint Approval Form (CA/T and City of Boston ) for Traffic Advisories and 

Alerts

196. Web Sight for Traffic Information, Advisories, and Alerts 

197. Travel’s Information Kiosks in Rest Areas – Work Zones

198. Use of INFORM to Advise Motorists of Work Zone Delays

199. Paving The Way

200. Fax on Demand Traffic Information

201. Media Partnership to Reduce the Volume of Traffic Through the Work Zone
Work Zone Best Practices Guidebook 

Page 11

202. Contractor Involvement in Public Information Meetings and Lane Closure

Notifications

203. Use CB Radio to warn truckers to slow down in advance of work areas

204. Work Zone Advisory Brochure

205. Place Mats with Work Zone safety information given to restaurants and truck

stops along Interstate routes

206. Extensive Media Campaign for I-15 Project – Real-Time Traffic Information to

Public via 800 Telephone Lines, Website, Faxes, Mailings, and Public 

Meetings

207. Dissemination of Information on Current Work Zones Through the Trucking

Associations

208. Weekend Closure of I-405 for Resurfacing

209. Traffic Safety Information Center

Best Practices Area 9: Enforcement

210. Construction Zone Enhanced Enforcement Program (COZEEP) and

Maintenance Zone Enhanced Enforcement Program (MAZEEP)

211. Use of Active Law Enforcement Services to Control Speed in Work Zones

212. Full-time State Police Liaison Officer Assigned to State Highway Administration

213. Evaluation of Project ADVANCE (Aggressive Driving Video and Non-Contact

Enforcement) to Monitor Undesirable Driving Behavior

214. Dedicated (Full Time) New Jersey State Police (NJSP) Construction Unit

Assigned to New Jersey Department of Transportation (NJDOT) Construction

Projects

215. Drone Radar in Work Zones

216. State Police Hired by the Contractor

217. Periodic meetings with State Police to discuss work zone issues

218. State Police Hired by the Contractor on the I-15 Project

Best Practices Area 10: ITS and Innovation Technology

219. Highway Closure and Restriction System

220. Mobile Surveillance/Ramp Metering Via Wireless Communication Systems (This

is a field operational test)

221. Automated Data Acquisition and Processing of Traffic Information in Real-time

(ADAPTIR)

222. Development of an Automated Machine for Cone Placement and Retrieval

223. Indiana Lane Merge

224. Advanced Traveler Information System (ATIS) or Indiana Expert System

225. Portable ITS Technology in Work Zones

226. Condition-Responsive Work Zone Traffic Control (CRWZTC) System

227. Evaluation of ADDCO’s Advanced Portable CCTV System

228. Remotely Operated Autoflagger (Slow/Stop Sign)

229. Portable Traffic Management System – Smart Work Zone

230. “Orion” (Traffic map/video in parking garages)

231. “Trilogy” (In vehicle guidance)

232. Portable ITS Technology in work zone

233. Use of 42" Flexible Cones (a.k.a. “Grabber Cones”)

234. Evaluation of Portable Traffic Management System
Work Zone Best Practices Guidebook 

Page 12

Best Practices Area 11: Evaluation and Feedback

235. Research Project: “Effective Countermeasures to Reduce Accidents in Work

Zones”

236. Traffic/Through Construction Workgroup

237. City Organized Consultant and Contractor Quality Improvement Team to

Recommend Ways to Build Projects Quicker, Better, Cheaper, and Safer – Peer

Review by Other Cities

238. Baseline of Accidents in the Work Zone

239. Involvement of the Colorado Contractor’s Association in Annual Work Zone

Traffic Control Reviews

240. Maintenance of Traffic (MOT) Committee

241. Analysis of Truck Drivers’ Opinions on Safety and Traffic Control on Highway

Work Zones

242. Total Quality Management Utility Relocation Team

243. Evaluation of Traffic Management Plans (TMS) (successes and failure) After the

Project is Complete

244. Maintenance of Traffic (MOT) Task Force

245. Work Zone Safety Award Program for County Maintenance Employees

246. Work Zone Safety Award Program for Mn/DOT Contractors and Mn/DOT

Employees

247. Work Zone Safety Committee

248. Analysis of Work Zone Crash Data

249. Statewide work zone inspection Program

250. Annual Customer Survey on Effectiveness of Traffic Through Work Zones

251. Customer Survey for Work Zones

252. Work Zone Quality Assurance Review

253. Crash Testing of Work Zone Devices

254. Research Project on Lighting Configurations of Work Zone Devices and

Equipment

255. Human Factors Project on Motorist Reaction to Work Zones

256. Achievement – No Work Zone Fatalities in 1996 and No Work Zone Fatalities

Involving Commercial Vehicles in the Past 5 Years

257. Project specific customer surveys on I-15 project to evaluate the effectiveness of

minimizing delays and enhancing the safety of work zones

258. Study of “Effectiveness of Unmanned Radar – A Speed Control Technique in

Freeway Work Zones”

259. Research Study – Effectiveness of Changeable Message Signs (CMS) in

Controlling Vehicle Speeds in Work Zones-Phase II

260. Work Zone Safety Task Force

261. Analysis of Work Zone Crash Data

262. Study – Road Construction Safety Audit Procedure (University of Wyoming)
Work Zone Best Practices Guidebook 

Page 13

Best Practices by State and Federal Highway Administration

Arizona 1, 2, 3, 95, 96, 183, 184, 185, 219, 235, 236, 237

California 4, 5, 6, 7, 85, 97, 138, 139, 140, 141, 142, 186, 210, 220, 221, 222, 238

Colorado 8, 48, 98, 239

Florida 9, 10, 79, 99, 119, 120, 143, 144, 145, 187, 211, 240

Georgia 121, 188

Iowa 50, 150, 151

Illinois 11, 12, 100, 101, 146, 147, 148, 189, 190, 191, 192, 241, 242

Indiana 13, 14, 49, 80, 86, 87, 102, 103, 104, 105, 106, 122, 149, 193, 194, 223, 224, 225,

243

Massachusetts 16, 52, 81, 107, 154, 155, 195, 196, 215

Maryland 15, 152, 153, 212, 213, 226, 227, 244

Michigan 88, 108, 123

Minnesota 17, 51, 156, 228, 229, 230, 231, 245, 246, 247

Missouri 90, 125, 126, 160, 232

Mississippi 53, 89, 124, 157, 158, 159, 197

North Carolina 19, 20, 55, 56, 57, 58, 59, 109, 110, 128, 164, 165

New Jersey 18, 82, 161, 162, 214

New York 54, 127, 163, 198, 248, 249

Ohio 21, 22, 23, 24, 25, 91, 111, 129, 132, 166, 167, 168, 169, 199, 200, 201, 202, 233,

250

Oklahoma 26, 27, 92, 112, 113, 130, 131, 133, 216

Oregon 28, 29, 30, 31, 60, 61, 134, 135, 136, 170, 171

Pennsylvania 32, 33, 34, 35, 62, 63, 64, 65, 83, 172, 173, 174, 203, 204, 205, 217, 234, 251, 252

Texas 36, 114, 253, 254, 255

Utah 37, 38, 39, 84, 93, 115, 137, 175, 176, 177, 206, 207, 218, 256, 257

Virginia 40, 66, 67, 68, 69, 94, 116, 117, 178, 179, 180, 181, 258, 259

Washington 41, 70, 118, 182, 208, 260

Wyoming 42, 71, 261, 262

FHWA 43, 44, 45, 46, 47, 72, 73, 74, 75, 76, 77, 78, 209
Work Zone Best Practices Guidebook 

Page 14

Best Practices by Project Life Cycle Stage

Planning 13(IN), 27(OK), 28(OR), 30(OR), 32(PA), 80(IN), 84(UT), 93(UT)

Project Definition 81(MA), 82(NJ), 83(PA), 88(MI), 90(MO), 99(FL), 137(UT)

Concept Plan

Development

23(OH), 41(WA), 86(IN), 111(OH)

Interagency

Coordination

44(FHWA), 85(CA), 92(OK)

Preliminary Design 96(AZ), 99(FL), 109(NC), 114(TX)

Design

Criteria/Parameters

21(OH), 31(OR), 42(WY)

Design 16(MA), 24(OH), 29(OR), 240(FL)

PS&E Development 29(OR), 104(IN), 105(IN), 110(NC)

Traffic

Control/Management

Plans

4(CA), 5(CA), 17(MN), 22(OH), 87(IN), 89(MS), 91(OH), 103(IN)

Final Design 97(CA), 98(CO), 101(IL), 112(OK), 152(MD), 181(VA)

Pre-Construction 75(FHWA), 113(OK), 135(OR), 194(IN)

Construction 64(PA), 143(FL)

Inspection/Material

Testing

249(NY), 253(TX)

Traffic Control 25(OH), 35(PA), 95(AZ), 106(IN), 147(IL), 154(MA), 166(OH),

168(OH), 180(VA)

Enforcement 210(CA), 211(FL), 213(MD), 214(NJ), 215(MA), 216(OK), 217(PA),

218(UT)

Incident Management 140(CA), 148(IL), 151(IA), 159(MS), 164(NC), 170(OR), 172(PA),

174(PA), 175(UT)

Traveler Information 54(NY), 71(WY), 187(FL), 188(GA), 191(IL), 192(IL), 197(MS),

206(UT), 219(AZ), 224(IN)

Public Information

and Outreach

52(MA), 53(MI), 55(NC), 57(NC), 61(OR), 100(IL), 183(AZ)

Post-Construction 125(MO), 198(NY), 243(IN), 250(OH), 251(PA), 257(UT), 261(WY)
Work Zone Best Practices Guidebook 

Page 15

Best Practices by Participating Organization

Contractor 48(CO)

City Agency 2(AZ), 12(IL), 101(IL), 111(OH), 166(OH), 192(IL), 201(OH),

202(OH), 237(AZ), 250(OH)

County Agency 1(AZ), 96(AZ), 121(GA), 184(AZ)

State Agency 4(CA), 40(VA), 105(IN), 134(OR), 182(WA), 214(NJ), 231(MN),

240(FL), 248(NY), 255(TX)

Federal Agency 43(FHWA), 46(FHWA), 47(FHWA), 72(FHWA), 74(FHWA),

75(FHWA), 76(FHWA), 77(FHWA), 78(FHWA), 209(FHWA)

Best Practices by Geographic/Demographic Characteristics

Urban Areas 4(CA), 54(NY), 83(PA), 85(CA), 100(IL), 103(IN), 148(IL), 175(UT),

198(NY), 230(MN)

Rural Areas 8(CO), 28(OR), 42(WY), 77(FHWA), 136(OR), 142(CA), 151(IA),

197(MS), 209(FHWA), 262(WY)

Both Urban and Rural

Areas

1(AZ), 25(OH), 52(MA), 87(IN), 133(OK), 141(CA), 156(MN),

174(PA), 201(OH), 249(NY)

Best Practices by Traffic Conditions

High Traffic Volume 8(CO), 30(OR), 54(NY), 83(PA), 91(OH), 103(IN), 105(IN), 116(VA),

118(WA), 124(MS)

High Posted Speeds 29(OR), 35(PA), 84(UT), 89(MS), 123(MI), 134(OR), 168(OH),

222(CA), 259(VA)

Low Traffic Volume 28(OR), 52(MA), 77(FHWA), 90(MO), 104(IN), 121(GA), 154(MA),

162(NJ), 228(MN)

Large Trucks Present 31(OR), 33(PA), 38(UT), 44(FHWA), 45(FHWA), 62(PA), 63(PA),

163(NY), 203(PA)
Work Zone Best Practices Guidebook 

Page 16

Best Practices by Nature of Work

Bridge Maintenance 153(MD)

Bridge Repair 28(OR), 29(OR), 30(OR), 102(IN), 116(VA), 121(GA), 135(OR)

Construction 22(OH), 28(OR), 29(OR), 30(OR), 39(UT), 45(FHWA), 85(CA),

95(AZ), 143(FL)

Interchange Upgrade 26(OK), 31(OR), 89(MS)

Maintenance 28(OR), 29(OR), 30(OR), 77(FHWA), 78(FHWA), 85(CA), 92(OK),

245(MN), 252(PA)

Markings/Signs 20(NC), 141(CA), 144(FL), 162(NJ), 185(AZ)

Resurfacing 23(OH), 28(OR), 29(OR), 30(OR), 35(PA), 46(FHWA), 120(FL),

158(MS), 160(MO), 199(OH), 208(WA), 233(OH)

Night Work 139(CA), 150(IA), 156(MN), 162(NJ), 163(NY), 165(NC), 182(WA),

233(OH), 254(TX)

Utility Work 30(OR), 92(OK), 228(MN), 242(IL)

Best Practices by Roadway Characteristics

Major Arterials 40(VA), 87(IN), 92(OK), 98(CO), 143(FL), 163(NY), 180(VA), 194(IN),

206(UT), 243(IN)

Divided Facilities 19(NC), 31(OR), 90(MO), 259(VA)

Expressways 40(VA), 90(MO), 158(MS), 211(FL), 215(MA), 216(OK), 218(UT),

223(IN), 259(VA)

Freeways 7(CA), 11(IL), 33(PA), 64(PA), 142(CA), 174(PA), 222(CA), 233(OH),

258(VA), 262(WY)

Freeway Ramps 27(OK)

Major Corridors 8(CO), 85(CA), 88(MI), 91(OH), 94(VA), 103(IN), 145(FL)

Multi-Lane 10(FL), 69(VA), 75(FHWA), 134(OR)

Surface Streets 77(FHWA), 155(MA), 180(VA), 184(AZ), 185(AZ), 188(GA), 196(MA),

220(CA), 232(MO)

Toll Roads 79(FL), 146(IL), 147(IL), 190(IL)

Two-Lane 52(MA), 69(VA), 102(IN), 136(OR), 143(FL), 164(NC), 180(VA),

210(CA), 228(MN), 232(MO)

Any Roadway 1(AZ), 28(OR), 80(IN), 89(MS), 104(IN), 122(IN), 162(NJ), 227(MD),

238(CA), 257(UT)
Work Zone Best Practices Guidebook 

Page 17

Best Practices Area 1. Policy and Procedures

To achieve state-of-the-art policies and procedures, transportation agencies would

need to:

• Adopt strategic goals, objectives, and performance measures that define the

Agency’s expectations for allowable travel delay and crash rates.

• Provide an organizational structure that provides cross-cutting teams that tap the

expertise and proactive involvement of all disciplines in the development and

selection of corridor TMPs and project TCPs.

• Re-evaluate policies and procedures to ensure:

Contractor’s participation in the development of the TCP, responsibility for

successful implementation of the TCP, and rewards for exceeding expectations,

i.e., a move towards performance-based traffic control specifications.

Utilization of road-user costs, economic impacts to the business community, and

life-cycle- cost in the decisionmaking process.

Public participation during the development and selection of corridor TMPs and

project TCPs.

Customer feedback and evaluation.

Traffic management principles that focus on reducing the exposure of road-users

and workers are integrated into all related manuals and guidelines, such as

project development schedules, design manuals, consultant selection, and the

Manual on Uniform Traffic Control Devices (MUTCD).

• Develop and deliver training courses in work zone traffic management principles and

strategies.

	

	
	
	




	

			





	


	
	

	

	

			

	
	

				
		


	
	

	

			










			

					



		
	
Work Zone Best Practices Guidebook 

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The following “best practices” relate to work zone policy and procedure:

Subcategory Ref. # Policy and Procedures Best Practices

Closure Policy

1 Road Closure Program 

3 Street Closure Program 

10 Lane Closure Policy: On the Interstate (maintain the existing number of through travel lanes

in the work area; in no case less than two lanes)

19 Limited length of lane closure within a project

21 Lane Closure Policy/Map

22 Weekend closures and total closures to accelerate work and minimize motorist delay 

27 Ramp closures during reconstruction 

40 Lane Closure Coordinator for Interstate Highways in a State Highway District

Collaboration

6 Design for Safety Partnership (Design-construction-maintenance) formed to design projects

to enhance worker safety and minimize worker delays

11 Round table discussions on urban freeway reconstruction and rehabilitation project issues 

12 Mayor’s Transportation Management Task Force 

26 Public-private partnership incentives for early completion 

34 Multi-agency Work Zone Safety Committee (Trucking Assoc., State Police, PennDOT) 

Organizational

Strategy

2 Design and construction of City Water and Sewer Lines within the street right of way is done

by the Street Transportation Department

18 Office of Capital Project Safety 

25 Full-Time Work Zone Traffic Control Person in Metro District Offices

36 Work zone safety program established by TxDOT

44 I-95 Corridor Coalition

Performance

Goals and

Measures

9 Work zone performance measures for minimizing delay period/queue length

13 INDOT Strategic Goal-Reduce Congestion in Work Zones

14 Work zone baselines, benchmarks, and performance goals for fatalities and injuries

15 Business Plan Strategy – Reduction of Businesses/Motorist Impact Due to Work Zones

16 Twelve-Minute Delay Rule

17 Guide to Establish Speed Limits in Highway Work Zones

20 Policy/Standards for Slow Moving Maintenance Operations

28 The specification for 20 minute maximum delay period

29 Performance Goal – Work Zones to be Designed at the Posted Speed

32 Business Plan Strategy – Reduce Work Zone Delays and Crashes

42 Work zone performance goal – 20 Minute Maximum Delay Specification

47 Performance Plan Objective to reduce the public’s exposure to highway construction activities

Technical

Guidance

7 Long Life Pavement Rehabilitation Program for Urban Freeways

23 Life-cycle costing to select longer-lasting materials/products

31 Minimum geometric standards for work zones

33 Policy – “Guidelines for Improving Safety in Freeway Construction Zone” – “ Work Zone Traffic

Control Congestion and Delay” – Congestion Reduction Work Zones

39 One Season Construction Contracts

46 Guidance – Uneven Pavement and Edge Drop-Off

Traffic

Management

Planning

4 Caltrans Traffic Management Plan

5 Traffic Management Plan on major urban projects

24 Compendium of Options (Construction Traffic Maintenance Strategies)

35 Removal of traffic control pattern if not working multiple shifts

37 Policy – Balanced Transportation Program and Projects Advertised on Time 

38 Motor Carrier Initiative – “Work Zone Accident Reduction/Prevention Project”

41 Construction Work Zone Traffic Control Strategy

43 Guidelines for use of flaggers and police details for highway work zones

45 Accelerated Construction Initiative included in Region 3's FY 98 Work Plan 

User Services/

Incentives

8 Purchase of transit vehicles to reduce volume of automobiles through construction work zone

30 Use of commuter incentives to minimize congestion in work zones 
Work Zone Best Practices Guidebook 

Page 19

1. MARICOPA COUNTY, ARIZONA

BEST PRACTICE POLICY:

Road Closure Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A project by project determination is made prior to construction concerning road

closures that will be permitted during the construction of the project. The county has

used this process for about 5 years. The county does a benefit/cost (B/C) study utilizing

the traffic volumes, duration of the project, and length of detour that will be required. If

the B/C study indicates it is advantages to close the roadway during construction it will

be noted in the contract special provisions. Occasionally, on projects where closure

is not so noted in the contract, the contractor may propose a schedule for a lesser

duration of road closure that will result in an acceptable, B/C rate and the contractor will

be permitted to close the roadway. Local traffic access for affected residents and

businesses is still maintained during road closures.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The county is aware of the cost of the project to both the county as well as the traveling

public. Road closures are expected to permit the construction to be completed quicker,

at lower cost and with greater safety to both the contractors workers and the motorist.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Lower cost, safer project, and construction completed earlier.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Any county road – urban and rural

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Kent Hamm, Assistant County Engineer

Telephone: (602) 506-4618
Work Zone Best Practices Guidebook 

Page 20

2. CITY OF PHOENIX, ARIZONA

BEST PRACTICE/POLICY:

Design and Construction of City Water and Sewer Lines Within the Street Right Of Way

is Done by the Street Transportation Department

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Prior to the implementation of this policy, each entity designed and constructed their

facilities in a separate project. This in effect resulted in the neighborhoods being torn up

on 3 separate occasions to construct the project. By bringing all work under the Street

Transportation Department, the work could all be accomplished in one contract thereby

saving time, money, increasing safety, and having less impact and disruption to the

community.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Two of the main advantages of this practice were less disruption or inconvenience to

the neighborhood and it eliminated the amount of trenching through a new pavement to

adjust facilities. The city also implemented a penalty provision for utilities that trench

through new pavements.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Fewer complaints are received from the neighborhood. Savings in time, money, and

safety are also benefits.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All streets and highways

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Jim Sparks, Traffic Engineer, City of Phoenix

Telephone: (602) 262-4435
Work Zone Best Practices Guidebook 

Page 21

3. CITY OF PHOENIX, ARIZONA

BEST PRACTICE/POLICY:

Street Closure Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This is a program that has been in effect within the City of Phoenix for many years. The

program permits the closure of minor city streets for utility and construction work. Local

traffic is normally permitted. Through traffic is detoured to adjacent streets. The

contractor or utility needing to close the street must obtain a permit from the city prior

to starting work.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

It was determined to be much safer to work crews as well as local residents if the

amount of traffic through the project was reduced. Construction time can be reduced if

the contractor does not have to contend with through traffic. For, the program is used

mainly for overlay and slurry seal type of projects that are normally for short duration.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Safer for both the workman and the neighborhood. Less conflict for construction work.

Projects completed quicker.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All streets and highways

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Jim Sparks, Traffic Engineer, City of Phoenix

Telephone: (602) 262-4435
Work Zone Best Practices Guidebook 

Page 22

4. CALIFORNIA

BEST PRACTICE/POLICY:

Caltrans Traffic Management Plan

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Traffic Management Plan (TMP) is a cohesive program of operational and demand

management strategies designed to maintain acceptable levels of traffic flow during

periods of construction activities. A major consideration in developing and implementing

the TMP is its interaction with the planning, designing, constructing, and funding phases

of the transportation project.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Plan coordinates the efforts of planners, engineers, and construction workers, law

enforcement agencies and local government with two goals in mind:

 Minimizing congestion and delays caused by construction, and

 Making construction zones safer for motorists and workers alike.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Congestion through construction zones minimized; the construction zones are safer and

construction time and cost are reduced.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Primarily Reconstruction, Restoration/Rehabilitation for Urban Freeways

CONTACT(S):

G. P. Bill Wong, Senior Transportation Engineer, FHWA California Division Office

Telephone: (916) 498-5042

E-Mail: G.P.Wong@FHWA.Dot.Gov.

David Saia, Caltrans Traffic Management

Chief of Freeway Operations Branch

Telephone: (916) 654-7312

Fax: (916) 653-3055

E-Mail: david.saia@dot.ca.gov
Work Zone Best Practices Guidebook 

Page 23

5. CALIFORNIA

BEST PRACTICE/POLICY:

Traffic Management Plan on Major Urban Project:

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Comprehensive effort to accommodate traffic during construction. Activities and

products include Traffic Control Plan, Highway Advisory Radio, and public

information/media campaigns.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Assess impact to region before construction, and determine potential solutions in a

larger sense rather than localized remedies (e.g., signing) within the project limits.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Thinking beyond limits allows for non-traditional remedies to traffic impacts.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Location: Reconstruction, Restoration/Rehabilitation on Urban Freeways

CONTACT(S):

Randall Iwasaki, Deputy Director (916) 654-6823

E-Mail: riwasaki@trmx3.dot.ca.gov

Larry Orcut, Program Manager, Caltrans Maintenance

Telephone: (916) 654-5849

E-Mail: LORCUTT@trmx3.dot.ca.gov

David Saia, Caltrans Traffic Management

Chief of Freeway Operations Branch

Telephone: (916) 654-7312

Fax: (916) 653-3055

E-Mail: david.saia@dot.ca.gov
Work Zone Best Practices Guidebook 

Page 24

6. CALIFORNIA

BEST PRACTICE/POLICY:

“Design for Safety” partnership (Design-construction-maintenance) formed design

projects that enhance worker safety and minimize worker delays.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This was a one-time effort that was intended to identify twenty plus safety related items

for opportunities to develop worker safety practices for designers to consider when

designing projects. An example of an item is for a designer to design into a project

access for maintenance workers from off the Right-of-Way. Some practical

considerations were to purchase additional ROW, or to round slopes to provide more

easy access.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Caltrans Director wanted to look at cross functional safety improvements.

He formed a cross functional task force consisting of design, construction, and

maintenance. This effort is currently going through a revitalization and the information

developed as best practices is being incorporated into the Caltrans Project Engineer

Academy curriculum.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Caltrans now has maintenance forces come into the Project Engineer Academy to

discuss designing for worker safety. Designers have at their disposal a number of best

practices to consider in design.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Reconstruction of Freeways

CONTACT(S):

Joy Pinne, Caltrans Construction

Telephone: (916) 654-5627

E-Mail: Joy_Pinne@dot.ca.gov
Work Zone Best Practices Guidebook 

Page 25

7. CALIFORNIA

BEST PRACTICE/POLICY:

Long Life Pavement Rehabilitation Program for Urban Freeways

DESCRIPTION OF THE BEST PRACTICE/POLICY: 

The Long Life Pavement Rehabilitation Program (LLPRP) for Urban Freeways began

in April of 1997. It grew out of the Caltrans Headquarters, Office of Maintenance,

specifically Pavement Managers, as they developed proposals for multi-year funding of

4R work on the State system. 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.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The driving force behind long life pavement rehabilitation strategies is user costs. The

most significant factor in driving up user costs are delays due to congestion, something

our freeway users clearly don’t want. An extra benefit of this strategy is to reduce the

number and duration of lane closures during pavement reconstruction, rehabilitation, or

maintenance.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST\PRACTICE/POLICY:

Long life pavement rehabilitation strategies are developed to meet highway users’

demands (i.e., safe, smooth freeways, with minimal disruptions to traffic and minimum

delays for road work). Since construction windows are confined to off-peak hours, the

disruption to traffic is minimized. Innovative materials, such as FSHC with higher

compressive and flexural strengths, have been developed to maximize productivity

within the narrow work windows. 

LLPRP treatment is intended to reduce the frequency of highway work. The extra

dollars paid up front for the longer design life will pay dividends by extending the time

between required periodic maintenance or rehabilitation, and reduce the related traffic

delays, additional operating costs, and pollution. The safety of users and highway

workers will be enhanced by reducing the frequency of highway work. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: 

Urban high-volume freeway rehabilitation 

CONTACT(S): 

Steve Healow, Transportation Engineer, FHWA, California Division Office 

Telephone: (916) 498-5849 

E-Mail: steve.healow@fhwa.dot.gov

Caltrans: Larry Orcut, Program Manager

Telephone: (916) 654-5849

E-Mail: LORCUTT@trmx3.dot.ca.gov
Work Zone Best Practices Guidebook 

Page 26

8. COLORADO 

BEST PRACTICE/POLICY:

Purchase of Transit Vehicles to Reduce Volume of Automobiles Through Construction

Work Zones 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Purchase of transit vehicles and provision of temporary transit priorities during

construction to attract transit ridership (and reduce auto use) during construction. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Full reconstruction and 4-laning of highly congested (but rural) corridor anticipated to

cause significant delays to commuter-users. Reducing number of autos would improve

situation so enhancing transit use was encouraged through purchase of additional

transit buses and giving transit queue bypass opportunities during congestion.

Construction included improvement of existing shoulders for bus-by pass use. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Provision of priority bypass for transit results in less delay for transit users and

encouraging transit results in reduction in number of autos in use during highly

congested periods, which reduces delay for all. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: 

Two-lane rural NHS corridor undergoing reconstruction and 4-laning. 

CONTACT(S):

Ralph Trapani, CDOT 

Telephone: (970) 945-7629 

Peter Eun, Safety Program Engineer, FHWA, Colorado Division 

Telephone: (303) 969-6730, ext. 376 

E-Mail: Peter.Eun@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 27

9. FLORIDA 

BEST PRACTICE/POLICY:

Work Zone Performance Measures for Minimizing Delay Period/Queue Length 

DESCRIPTION OF BEST PRACTICE:

Chapter 10 of the Florida DOT Plans Preparation Manual includes lane closure analysis

worksheets for a designer to use to determine the impacts of a lane closure. These

sheets are used to determine the time of day a closure can be allowed without causing

excessive travel delay for freeways, signalized, or two-lane, and two-way roadways.

This process was developed approximately 10 years ago. 

REASON(S) FOR ADOPTING BEST PRACTICE:

To reduce the impacts of lane closures on driver’s delay by better determining when

traffic volumes will allow road closures. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced driver delay and frustration 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: All types of facilities – All types of work 

CONTACT(S):

Norbert Munoz, Safety Engineer, FHWA – Florida Division 

Telephone: (850) 942-9650, ext. 3024

E-Mail: Norbert.Munoz@fhwa.dot.gov

Cheryl Adams, Design Engineer, Florida DOT 

Telephone: (850) 414-4327 

E-Mail: Cheryl.Adams@dot.state.fl.us
Work Zone Best Practices Guidebook 

Page 28

10. FLORIDA

BEST PRACTICE/POLICY:

Lane Closure Policy: On the Interstate, maintain the existing number of through travel

lanes in the work area; in no case less than two lanes. 

DESCRIPTION OF BEST PRACTICE:

For Interstate construction, the FDOT’s policy is that the work zone design plans

maintain the existing number of lanes for the various work phases. No lane closures will

be permitted on Interstate construction where only two travel lanes normally exist. In all

cases, traffic volumes will be analyzed to determine if any lane closures can be

permitted for short durations. This policy has been in effect since December 1995. 

REASON(S) FOR ADOPTING BEST PRACTICE:

Public criticism of unnecessary lane closures on existing facilities. This awareness was

heightened due to several hurricane evacuations where less than all lanes were

available. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced driver delay and frustration and better public relations. 

LOCATION AND TYPES OF PROJECTS THAT THIS PRACTICE/POLICY IS MOST

APPLICABLE/EFFECTIVE:

Type of facility: High-volume/high-speed, urban or rural freeways and other multi-lane

access controlled roadways. All types of work 

CONTACT(S): 

Norbert Munoz, Safety Engineer, FHWA – Florida Division 

Telephone: (850) 942-9650, ext. 3024

E-Mail: Norbert.Munoz@fhwa.dot.gov 

Cheryl Adams, Design Engineer, Florida DOT 

Telephone: (850) 414-4327 

E-Mail: Cherly.Adams@dot.state.fl.us
Work Zone Best Practices Guidebook 

Page 29

11. ILLINOIS

BEST PRACTICE/POLICY:

Roundtable Discussions on Urban Freeway Reconstruction and Rehabilitation Project

Issues

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Relatively small group (i.e., 10 to 12 subject experts) discussions on issues,

experiences, and potential solutions to reduce the impacts of urban freeway

rehabilitation projects. Project issues were divided into four categories: community

outreach, project development process, corridor planning and management, and

construction methods/materials. The first roundtable on construction methods and

material was conducted in April 1998. The remaining three roundtables are scheduled

for late summer or early fall 1998.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Develop new strategies for the rehabilitation and reconstruction of freeways through the

generation of new ideas and concepts and the sharing of “best practices.”

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The exchange of ideas and experience along with an understanding of the issues from

the perspective of others such as industry.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Although geared towards high-volume urban rehabilitation projects, the concept has

application to any project, especially those with high user impacts.

CONTACT(S):

Jay Miller, Deputy Director, Illinois Department of Transportation

Telephone: (217) 785-0888

Kevin McLaury, Engineering Team Leader, FHWA, Illinois Division

Telephone: (217) 492-4618

E-mail: Kevin.McLaury@fhwa.dot.gov

Russ Jorgenson, Safety & Traffic Operations Engineer, FHWA, Illinois Division

Telephone: (217) 492-4630

E-Mail: russell.jorgenson@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 30

12. CITY OF CHICAGO, IL, DEPT OF TRANSPORTATION (CDOT)

BEST PRACTICE/POLICY:

Mayor’s Transportation Management Task Force

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Routinely compiles a list of projects and special events that have the potential to

significantly impact traffic throughout the City of Chicago. Items are grouped according

to geographic location, with the exception of new or priority projects/events, which are

grouped at the beginning of the “Mayor’s WEEKLY TRAFFIC BULLETIN.” The task

force and bulletin has been in-place since 1982.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Initially started in response to office building construction and infrastructure projects

which were occurring simultaneously throughout the Central Business District (CBD),

the city surveyed all such activities which might adversely impact traffic flow and began

coordinating efforts to help motorist drive through construction work zones of all kinds.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The multi-agency task force meetings once a week; reviews city-wide construction and

maintenance activities which extend beyond roadway projects to include, sewer, utility,

maintenance, building construction, and other kinds of construction impacts to traffic

flow. The task force also takes into account up-coming special events. By meeting and

formulating coordinated traffic flow mitigation efforts, the motoring public has advance

notice of the weekends’ and following weeks’ construction projects and events

underway. The ones considered by the task force to have the greatest impact to traffic

are those included in the weekly Bulletin. Moreover, all Aldermanic Offices and a

multitude of other agencies, such as police and community organizations, also regularly

receive the weekly “Mayor’s Bulletin” and task force meeting minutes. This enables the

public to plan ahead and even avoid, all together, areas where construction activities

are going to occur.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of facilities include all of Chicago’s freeways, streets, 2-lane/2-way highways,

bridges, and even major building construction sites, etc. The locations throughout the

City are broken down in the Bulletin by Downtown, Expressways/Major Arterials such as

the Eisenhower or Chicago Skyway, the Central Area of Chicago, the Chicago’s

North/Northwest areas, the West/Southwest areas and, finally, by the South/Southeast

areas. The Bulletin’s also indicate just basic information relative to the type of work,

such as Resurfacing, Reconstruction, Restoration/Rehabilitation, utility, etc.

CONTACT(S):

Carl Byrd, Deputy Commissioner, Chicago DOT – Bureau of Traffic

Telephone: (312) 744-4684

J.D. Stokes, Transportation Engineer, FHWA, Illinois Division-Chicago Metro

Telephone: (312) 886-1616

E-Mail: jd.stokes@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 31

13. INDIANA

BEST PRACTICE/POLICY:

Reduce Congestion in Work Zones – INDOT Strategic Goal

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The INDOT recently developed a Strategic Plan. One of the tasks is to have a

multi-disciplinary team investigate and recommend procedures for reducing congestion

in work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This task was undertaken because of a large number of complaints from the motoring

public about long delays in work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

It is anticipated that innovative methods of reducing congestions will be identified and

implemented.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Applicable to all types of construction, utility, and maintenance projects. 

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

Bob Cales, Contracts and Constructions INDOT 

Telephone: (317) 233-4794

E-mail: bob.cales@indot.ibmmail.com
Work Zone Best Practices Guidebook 

Page 32

14. INDIANA

BEST PRACTICE/POLICY:

Work Zone Baselines, Benchmarks, and Performance Goals for Fatalities and Injuries

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This practice is a performance-based process to measure effectiveness in work zones.

Indiana began this process in 1996 as a pilot State.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The benchmarks (10 years of data) provide a statistical picture of Indiana’s traffic safety

challenges. The baselines, benchmarks, and performance goals is Indiana’s traffic

safety action plan. The traffic safety action plan can only be achieved by successful

partnerships. These partnerships set out to achieve a similar goal, often use this as a

road map to guide them along the way.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit realized is that it provides a clear vision for Indiana and keeps stride

with National efforts.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice/policy is most applicable with all types of projects.

CONTACT(S):

John Nagle, Safety/Congestion Management Engineer, INDOT

Telephone: (317) 232-5464

E-Mail: jnagle@indot.state.in.us
Work Zone Best Practices Guidebook 

Page 33

15. MARYLAND 

BEST PRACTICE/POLICY:

Business Plan Strategy – Reduction of Businesses/Motorist Impact Due to Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Business Plan Strategy is a new goal of the State Highway Administration. Its

objective is to improve mobility and safety through work zones to minimize impacts on

businesses and the traveling public. This best practice will focus on improving the

design of traffic control plans, developing strategies to eliminate traffic congestion, and

reducing work zone accidents, while considering the economic benefits or drawbacks to

the traffic control plans.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Governor of Maryland has identified work zone congestion as a serious problem in

Maryland that can have a negative economic effect on the State. New businesses will

be less likely to locate in Maryland while existing businesses may choose to relocate

out of State to escape the negative effects congestion and delay will have on their

business. This best practice will address the Governor’s concern and give this issue the

priority it deserves.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Since this is a relatively new policy, elements of this policy are still being worked out.

Benefits of this policy should become apparent within next several months. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Doug Rose, Chief Engineer, MDSHA

Telephone: (410) 545-0360

E-Mail: drose@sha.state.md.us

Wayne Styles, Traffic Policy and Management Team Leader, MDSHA

Telephone: (410) 787-5865,

E-Mail: wstyles@sha.state.md.us
Work Zone Best Practices Guidebook 

Page 34

16. MASSACHUSETTS 

BEST PRACTICE/POLICY:

Twelve Minute Delay Rule

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Analyses are performed, during design, based on volume and reduced capacity due to

the work zone. If the expected delay approaches or exceeds 12 minutes, other

alternative or work hours are to be considered. This has been in effect for 5 years. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A design practice was needed to help give insight into the reduction of congestion

through a work zone. It helps in preparing and understanding such issues as stage

construction and allowable work hours.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Work zone queuing is reduced and extra work orders for adjusting stage construction

are eliminated.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities, locations, and work

CONTACT(S):

Charles F. Sterling, P.E.; Traffic Engineer; Massachusetts DOT

Telephone: (617) 973-7360

E-Mail: Charles.Sterling@state.ma.us

John Formosa, Technical Services Team Leader; FHWA, Massachusetts Division

Telephone: (617) 494-3359

E-Mail: John.Formosa@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 35

17. MINNESOTA 

BEST PRACTICE/POLICY:

“Guide to Establishing Speed Limits in Highway Work Zones”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Mn/DOT 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. The Mn/DOT used the guide in

a training class which they presented throughout the State of Minnesota in 1997-98.

Through this training class Mn/DOT has trained over 500 people.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Mn/DOT developed this document to provide uniform guidelines for the proper

application of speed limits in highway work zones. Work zone safety is enhanced with

proper use of speed limits throughout the length of a work zone. Proper practice also

aids in speed limit enforcement efforts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Work zone speed limits in Minnesota are now being implemented and signed more

uniformly. This should be effective in making work zones safer for the highway worker

and the traveling public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The use of this guide is applicable to all highway work zones.

CONTACT(S):

Bill Servatius – Mn/DOT Construction Programs Coordinator 

Telephone: (651) 296-2721
Work Zone Best Practices Guidebook 

Page 36

18. NEW JERSEY

BEST PRACTICE/POLICY:

New Jersey DOT (NJDOT) Established a New Safety Office Entitled – “Office of Capital

Project Safety” (OCPS)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The OCPS’s goal is to improve and enhance safety awareness in construction work

zones for the contractor, construction worker, motorists, and NJDOT employees. As

problem areas are identified in work zones, it will be the responsibility of the OCPS to

evaluate and resolve the problem, and then develop a process to prevent it from

reoccurring. A recent accomplishment of the OCPS was the development of a new

“Safety Program” specification which requires all contractors to have a written safety

program prior to starting work on a project. The OCPS will also issue “Safety Alert

Bulletins” when needed, develop an employee safety program, and gather and analyze

work zone injury data to provide feedback to the construction industry for safety

improvement purposes. Work zone safety awareness is also being implemented via

revisions to the State’s Motor Vehicle and Commercial Vehicle Driver’s Manuals to

include a section on work zone safety. Other areas of public outreach are also being

explored, such as, requiring driver’s education and defensive driving courses to include

a section describing motorist’s responsibilities when passing through work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The purpose of the OCPS is to reduce injuries and fatalities in work zones, reduce

projects costs and to provide uniformity in work zone safety issues and requirements in

New Jersey.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

As a new initiative, benefits from the OCPS have not been fully realized. However,

expected benefits include: reduction in injuries and deaths in work zones, reduced

insurance rates for contractors, reduction of project costs, and the enhancement of

work zone safety awareness on a statewide basis.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Efforts from the OCPS will effect all construction projects in New Jersey.

.

CONTACT(S):

Robin L. Schroeder, Area Engineer, FHWA New Jersey Division Office 

Telephone: (609) 637-4235

E-Mail: Robin.Schroeder@fhwa.dot.gov

Anker Winther, Supervising Engineer, Office of Capital Project Safety, NJDOT

Telephone: (609) 530-5523 
Work Zone Best Practices Guidebook 

Page 37

19. NORTH CAROLINA

BEST PRACTICE/POLICY:

Limited Length of Lane Closure Within a Project

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Work zone lane closures are limited to 1 to 2 miles within a project. Lane closure

length is based on traffic volumes, percent grade, and directional travel demand. The

restriction based on roadway grade is applied in the mountainous region of western

North Carolina. Directional restrictions are applied in urban areas where rush hour

traffic predominates. Lane closure restrictions have been used by NCDOT since the

early 1990s.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Controlling the work of the contractor by setting limits on lane closures reduces the

opportunity for vehicles to become involved in a collision. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Congestion is reduced and safety of the motorists is increased.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This policy applies to high-volume/high-speed divided facilities with major construction

projects.

CONTACT(S):

Stuart Bourne, P.E. Traffic Control Marking and Delineation Engineer, NCDOT

Telephone: (919) 250-4151

Fax: (919) 250-4195

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354, ext. 145

Fax: (919) 856-4353
Work Zone Best Practices Guidebook 

Page 38

20. NORTH CAROLINA

BEST PRACTICE/POLICY:

Policy/Standards for Slow Moving Maintenance Operations

DESCRIPTION OF THE BEST PRACTICE/POLICY:

First, a determination is made if the operation is continuously moving (e.g., striping) or if

it is a mobile operation will stop periodically (e.g., pot-hole patching). Standard drawings

are provided for both types of slow moving (3 MPH or faster) maintenance operation

caravans. The number of advance vehicles with signs, arrow panels, and a truck

mounted attenuator at the approach to the application vehicle will vary based on the

type of facility where the operation will take place. This procedure has been used for

the past year.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The increase in volume and speed along the high-type facilities in North Carolina led to

an increase in collisions between motorists and maintenance vehicles. Before theses

standards were introduced, there was no clear differentiation in traffic control required

between 2-lane/2-way facilities; and high-speed/high-volume divided highways.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

There have been no serious collisions between motorist and maintenance vehicles

since the introduction of the Moving Operation Caravan standard drawings.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This procedure applies to all routes where a moving maintenance operation occurs.

CONTACT(S):

Stuart Bourne, P.E. Traffic Control Marking and Delineation Engineer, NCDOT

Telephone: (919) 250-4151

Fax: (919) 250-4195

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353
Work Zone Best Practices Guidebook 

Page 39

21. OHIO

BEST PRACTICE/POLICY:

Lane Closure Policy/Map

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Using the Highway Capacity Manual formulas, the freeways in the Cleveland area

were analyzed using hourly traffic counts. The map shows the times of permitted lane

closures that will not cause back ups on either weekdays or weekends. This practice

has been in use in its respective ODOT district for 5 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Too many lane closures by contractors and ODOT forces caused major back-ups.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced delays for short-term work zones; increased night work; and increased

customer satisfaction (happier motorists).

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All freeways – All types of work

CONTACT(S):

Dennis O’Neil, Work Zone Traffic Control Engineer, ODOT

Telephone: (216) 581-2100, ext. 373

E-Mail: Doneil@odot.dot.ohio.gov

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

Page 40

22. OHIO 

BEST PRACTICE/POLICY:

Weekend Closures and Total Closures to Accelerate Work and Minimize Motorist Delay

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The best practice is the closure of a section of road for a period of time. This practice is

being used extensively in the reconstruction of the Spring-Sandusky interchange.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The main reasons to adopt the practice was to accelerate the completion of

construction projects and to minimize delays.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The contractor can work without worrying about traffic in the work zone. The total time

to construct a project and the cost of the project are reduced.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

Page 41

23. OHIO 

BEST PRACTICE/POLICY:

Life Cycle Costing to Select Longer Lasting Materials and Products

DESCRIPTION OF THE BEST PRACTICE/POLICY:

When selecting the type of pavement to be used, a life cycle cost analysis is performed

to determine what type of pavement would be best for ODOT.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

In the past, pavements were selected for a variety of reasons: supply, personal choice,

maintenance, etc. These reasons were never quantified; instead they were generally

subjective. In many instances they were correct, but sometimes they were not and did

not yield a long pavement life.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A life cycle cost analysis gives you quantitative information about which pavement type

you should use on a project. Your decisions are defensible and the cost of the

pavements along with the life of the pavements are maximized.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects – All locations

CONTACT(S):

Dave Miller, Pavement Designer, Ohio DOT

Telephone: (614) 275-1374 

E-Mail: damiller@dot.state.oh.us
Work Zone Best Practices Guidebook 

Page 42

24. OHIO

BEST PRACTICE/POLICY:

“Compendium of Options” (Construction Traffic Maintenance Strategies)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The “Compendium” is a listing of strategies and options that should be considered by

designers for maximizing capacity while maintaining traffic through work zones. It is

broken down into 6 areas: 1) construction/traffic maintenance strategies, 2) options

outside the work zone, 3) options inside the work zone, 4) time limitations with

liquidated damages, 5) contracting procedures, and 6) administrative options. This

guidance has been in use since 1996.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The ODOT’s goal is to reduce delay and improve safety for both the workers and the

motorists through work zones. It was also one of ODOT’s first efforts to identify and

disseminate best practices throughout it’s districts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Improved capacity and safety through work zones.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S):

Jennifer Tonney, Safety Program Engineer, Ohio Department of Transportation

Telephone: (614) 466-7493

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

Page 43

25. OHIO

BEST PRACTICE/POLICY:

Full-Time Work Zone Traffic Control Person in Metro District Offices

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Making sure motorists have a safe and efficient means of travel through work zones.

Also, take measures to reduce delays and work zone crashes and to improve

communication with the 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.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Increasing delays caused by construction projects also to reduce liability from law suits

in construction zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A person who is only concerned with the movement of traffic and does not have to

worry about other concerns normally associated with project inspection. Reduced

delays in work zones. More informed motorists by using highway advisory radio and

portable changeable message signs.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Dennis O’Neil, Work Zone Traffic Control Engineer, ODOT

Telephone: (216) 581-2100, ext. 373

E-Mail: Doneil@odot.dot.ohio.gov

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-Mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

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26. OKLAHOMA 

BEST PRACTICE/POLICY:

Public-Private Partnership Incentives for Early Completion

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was originally begun when a large food chain was building a new store

near an existing interstate interchange that was being rehabilitated and expanded. The

food chain offered the Oklahoma Department of Transportation (ODOT) $300,000 if the

project was completed prior to the grand opening of the new store. The ODOT chose to

offer the $300,000 to the contractor as an incentive for early completion of the project.

This has been received so well by the state government and public that ODOT will be

seeking similar public-private partnerships in the future.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Besides reducing user delay, this practice encourages similar public-private

partnerships with the private sector realizing that they receive tremendous economic

benefits from improved transportation facilities and that they can facilitate similar

partnering arrangements with relatively minor expense to themselves. Also, given the

limited amount of funds available to the highway departments, ODOT can offer these

types of incentives with no additional risk or expenditure to themselves.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This type of public-private partnership will be used on a case-by-case basis.

CONTACT(S):

Mr. Jack Stewart, Oklahoma Department of Transportation

Office/Specifications Engineer

Telephone: (405) 521-2625

E-Mail: jack.stewart/odot@fd9ns01.okladot.state.ok.us
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27. OKLAHOMA 

BEST PRACTICE/POLICY:

Ramp Closures During Reconstruction

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This policy was initiated to facilitate the reconstruction and improve public relations

when existing ramps must be closed for rehabilitation projects.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The primary benefits are facilitating and accelerating the reconstruction. These in turn

reduce the motorist delay and improve safety. The secondary benefits derived from this

practice are increased public awareness of the construction projects and work zones,

less confusion on the local citizens seeking alternate routes, and occasionally, new

ideas on different approaches to closing the ramps.

The Oklahoma Department of Transportation conducts a public hearing for the

surrounding neighborhoods to notify the public of the upcoming closures and to address

the concerns expressed by the public. Typically, this is done just prior to closing the

ramps.

In the future, ODOT plans to conduct the public hearings during the planning and

design phases to ensure that all local concerns are addressed and that no economic

hardship to the local economy will be produced from the ramp closures. Also, ODOT

plans to distribute questionnaires after completion of the construction project to

determine how the local population was affected and what improvements can be made

to the ramp closure process.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice mainly affects the high-speed/high-volume, access-controlled interstates,

and freeways during rehabilitation and reconstruction.

CONTACT(S):

Ms. Christine Senkowski, Oklahoma Department of Transportation

Roadway Design Engineer

Telephone: (405) 521-2625

E-Mail: christine.senkowski/odot@fd9ns01.okladot.state.ok.us
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28. OREGON 

BEST PRACTICE/POLICY:

The specification for 20 Minute Maximum Delay Period

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The State of Oregon has a policy of not delaying traffic more than 20 minutes. The

20-minute maximum delay period has been affect since 1974.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The 20-minute maximum delay was an adopted to reduce the traveling public’s

frustration of waiting long periods. A vehicle queue build up for the 20-minute period is

usually not high enough to queue up beyond the traffic control zone.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A benefit of the 20-minute maximum delay is that the public sees progress with minimal

delay to their travel. Also the delay period is not too long so that people may not run

though the construction zone contributing a safety hazard.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is most applicable to two-lane highways in rural areas with lower volumes

involving any type of work.

CONTACT(S):

Anthony Boesen, Operations Engineer, FHWA Oregon Division

Telephone: (503) 587-4707

E-Mail: Anthony.Boesen@fhwa.dot.gov
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29. OREGON 

BEST PRACTICE/POLICY:

Performance Goal for Work Zones to be Designed at the Posted Speed

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In instances where traffic realignment is required through the work zone, the

realignment (e.g., reversing curves and superelevations) is designed for the posted

speed rather than the reduced work zone speed. This practice has been in effect for

approximately 12 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Simply posting signs with a lower speed through a work zone, without any enforcement,

does not result in reduced speeds. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit is that safety is enhanced through the project. Without the

unexpected curves, the traffic flow is maintained and rear-end accidents are reduced.

The elimination of sharp curves also reduces the amount of truck roll-over accidents

and the number of vehicles running off the road.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is considered for every project. It is most effective for high-volume/

high-speed locations. Any type of work requiring the realignment of traffic.

CONTACT(S):

Anthony Boesen, Operations Engineer, FHWA Oregon Division

Telephone: (503) 587-4707

E-Mail: Anthony.Boesen@fhwa.dot.gov
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30. OREGON 

BEST PRACTICE/POLICY:

Use of Commuter Incentives to Minimize Congestion in Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Techniques such as incident management and an aggressive lane rental specification

were used to preserve existing freeway capacity for on ODOT projects. To minimize

congestion ODOT also implemented demand reduction measures to reduce the

number trips made in the corridor during peak commute periods. Demand reduction

measures included: providing transit incentives such as free Amtrak commuter rail

service, providing carpool incentives such as free carpool parking and a guaranteed

ride home program, temporarily converting general purpose travel lanes to HOV lanes,

increasing transit service coverage and frequency, constructing additional or expanding

existing park and ride lots so that transit connections are more convenient, and

marketing and promoting telecommuting, job-sharing, and employee flex-time programs

with employers in the affected area.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

In anticipation of traffic congestion resulting from reduced freeway capacity due to

highway construction-related impacts, ODOT and local transit providers worked

together to implement travel demand reduction measures in order to maintain

acceptable levels of service through the work zone.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits include reduced traffic congestion in the work zone and less traffic diverted

onto neighborhood streets; attract drivers from single-occupant vehicles during

construction with the additional benefit of retaining some ridership beyond the project

completion; and improve air quality due to fewer vehicles in the traffic stream.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Projects in urban areas with established transit systems in operation would be

applicable. Projects on facilities with HOV lanes or general purpose lanes which could

be converted to HOV in locations with established carpool programs in operation can

also benefit from commuter incentive programs. 

CONTACT(S):

Jeff Graham, Operations Engineer, FHWA Oregon Division

Telephone: (503) 587-4727 

E-Mail: Jeffrey.D.Graham@fhwa.dot.gov

Bill Creger, Project Manager, ODOT

Telephone: (503) 731-3257
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31. OREGON 

BEST PRACTICE/POLICY:

Minimum Geometric Standards for Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

It is the policy that work zone lane and shoulder widths will meet the minimum

geometric standards specified in the Oregon DOT Highway Design Manual. Internal

policy also calls for 300 foot minimum acceleration lanes. This policy has been in effect

approximately 12 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Wider lanes and shoulders increase work zone safety by reducing the potential for

side-swipe accidents and truck off-tracking. The safety of the construction personnel is

also improved because they are farther away from moving traffic.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Safety is enhanced through the project by reducing the number of potential conflicts

often associated with narrow lanes and shoulders. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is considered for every project. It is most effective for high-volume/highspeed locations. Any type of work.

CONTACT(S):

Anthony Boesen, Operations Engineer, FHWA Oregon Division

Telephone: (503) 587-4707

E-Mail: Anthony.Boesen@fhwa.dot.gov

Bill Creger, Project Manager, ODOT

Telephone: (503) 731-3257
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32. PENNSYLVANIA 

BEST PRACTICE/POLICY:

Business plan strategy to reduce work zone delays and crashes.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Since 1994 work zone traffic control safety and congestion reduction strategies are

incorporated in the Department’s Business Plan to guide our efforts during the following

fiscal year.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide high level goals, objects and guidance for our work zone safety and

congestion reduction efforts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Promotes a uniform effort throughout the Department. The number of fatalities in

long-term freeway construction projects dropped from a high of 27 in 1993, to 11

in 1994, five in 1995 and none in 1996. Four fatalities occurred in 1997.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
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33. PENNSYLVANIA 

BEST PRACTICE/POLICY:

Policy – “Guidelines for Improving Safety in Freeway Construction Zones,” Work Zone

Traffic Control Congestion and Delay,” Congestion Reduction Work Zones.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

These are a series of internal policy letters for PennDOT Engineering Districts

containing recommendations for congestion reduction and safety in work zones. For

example: Station a uniformed State Police Officer in a patrol car with emergency lights

flashing one-quarter to one-half mile upstream of any queue; provide a sufficient

number of lanes to handle the volume demand; include incentive/disincentive clauses

and lane rental provisions in construction contracts; schedule work during off-peak

hours, etc. These policy letters were issued in part because of multi-agency meetings

involving contractors, the trucking industry, State police, and the Department.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

An increasing number of fatal crashes which occurred in long-term freeway construction

work areas even though the traffic control met or exceeded PennDOT and MUTCD

standards.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The number of fatalities in long-term freeway construction projects dropped from a high

of 27 in 1993,to eleven in 1994, five in 1995 and none in 1996. Four fatalities occurred

in 1997.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST

APPLICABLE/EFFECTIVE: 

Freeways, expressways, major arterials – All locations – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
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34. PENNSYLVANIA

BEST PRACTICE/POLICY:

Multi-agency work zone Safety Committee (Trucking Assoc., State Police, PennDOT)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1993, the Pennsylvania Department of Transportation established a high-level

steering committee composed of Department officials, the Pennsylvania State Police,

the Pennsylvania Motor Trucking Association and the construction contacting industry

to develop mitigation strategies to reduce the number of fatalities occurring in work

zones. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This was in response to a dramatic increase in the number of fatal crashes which

occurred in long-term freeway construction work areas even though the work zone

traffic control exceeded the requirements described in Part VI of the MUTCD and

Pennsylvania Department of Transportation’s policies and Regulations.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The number of fatalities in long-term freeway construction projects dropped from a high

of 27 in 1993, to 11 in 1994, five in 1995 and none in 1996. Four fatalities occurred in

1997.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways, expressways, major arterials – Restoration/Rehabilitation, utility, etc

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
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35. PENNSYLVANIA TURNPIKE COMMISSION

BEST PRACTICE/POLICY:

Removal of Traffic Control Pattern if not working multiple shifts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This practice requires the contractor to remove the lane closure if not working multiple

shifts. This practice is used on milling and paving projects. The 1998 construction

season is the first this is being used.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice is to used to encourage the contractor to work multiple shifts and improves

driver expectations by only having lane closures during work periods.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Improved customer service, safety and driver expectation.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This is used on mill and pave projects on high-speed/high-volume roads.

CONTACT(S):

Timothy M. Scanlon, Traffic Engineering Manager, Pennsylvania Turnpike Commission

Telephone: (717) 939-9551, ext. 5590

E-Mail: tscanlon@paturnpike.com

Michael Castellano, FHWA Pennsylvania Division

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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36. TEXAS

BEST PRACTICE/POLICY:

Work Zone Safety Program Established by TxDOT

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The TxDOT Give Us A Brake program has been in existence for approximately 5 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To reduce work zone injuries/fatalities.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Work zones that are safer for both drivers and workers. We have begun collecting more

specific data from collisions during this fiscal year, but there is no previous data to

accurately gauge the effectiveness of this best practice.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Greg Brinkmeyer, Policy & Standards Engineer, Traffic Operations Division, TxDOT

Telephone: (512) 416-3120

E-Mail: gbrinkme@mailgw.dot.state.tx.us
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37. UTAH 

BEST PRACTICE/POLICY: 

Policy – Balanced Transportation Program and Projects Advertised on Time

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Utah DOT has used their Preconstruction Project Management System (PPMS)

and performance ratings for the Regional Directors as ways to stabilize their letting

schedule and balance their program. Before this effort many projects were delayed until

late into the fiscal year, resulting in last minute surges in resources and inefficient use

of time. Since incorporation of these principles, the schedule for advertising projects

has stabilized. Progress is monitored by UDOT management.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To improve the use efficiency of staff resources and to deliver the transportation

program on time.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Commitments are made on time and staff resources are used more effectively.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects

CONTACT(S):

Jeff Kolb, Field Operations Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 232

E-Mail: fh08utpo.jkolb@state.ut.us

Randy Lamoreaux, Project Management Engineer, UDOT 

Telephone: (801) 965-4022

E-Mail: rlamorea@dot.state.ut.us
Work Zone Best Practices Guidebook 

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38. UTAH 

BEST PRACTICE/POLICY:

Motor Carrier Initiative- “Work Zone Accident Reduction/Prevention Project”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Focus public campaigns and outreach efforts to help prevent work zone crashes. This

is accomplished through the following methods: 1)monthly meetings to discuss and

identify where work zones are located, 2) Distribution of educational materials during

compliance reviews and public meetings, and 3) Mass mailings of educational materials

to area motor carriers identifying work zone hazards and how to minimize the chances

of having crashes. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for implementing the policy was to maintain a level of zero crash zone

fatalities and curb any potential increase of crashes by our increased proactive

outreach efforts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits are still being realized. However, it is expected to result in a decrease in

overall work zone crashes.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects, but particularly those where high motor carrier user volume could occur.

CONTACT(S):

Robert Kelleher, FHWA, State Director, (801) 963-0096, ext. 247

Shirleen Hancock, Manager, Utah DOT, Motor Carrier Division, (801) 965-4781
Work Zone Best Practices Guidebook 

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39. UTAH 

BEST PRACTICE/POLICY:

One Season Construction Contracts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Utah DOT has committed to completing construction projects in one season

where feasible. This began in 1996 with the effort to plan for the massive $1.59 billion

reconstruction of I-15. It was felt that this policy would further strengthen the UDOT’s

pledge to the public to minimize disruptions.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for implementing the policy was to minimize disruptions to the public and

potentially improve project quality.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits are still being realized. However, it is expected to result in increased user

satisfaction and better project management.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects, but particularly those where major user delays could occur.

CONTACT(S):

Jeff Kolb, Field Operations Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 232

E-Mail: fh08utpo.jkolb@state.ut.us

Tom Smith, Engineer for Construction, UDOT

Telephone: (801) 965-4111

E-Mail: tsmith@dot.state.ut.us
Work Zone Best Practices Guidebook 

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40. VIRGINIA

BEST PRACTICE/POLICY:

Lane Closure Coordinator for Interstate Highways in a State Highway District

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Provides for a single contact for compilation and distribution of planned lanes closures

in coming week. Practice began in 1997 in Northern Virginia District.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To avoid concurrent lane closures, whether they be on maintenance, construction,

operation or utility work areas, on nearby sections of roadway and to avoid conflicts in

operations.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduce traffic delay and congestion due to multiple operation in nearby areas.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways, Arterials and Major and Minor Collectors All types of work – All locations

CONTACT(S):

Jane Peregoy, Transportation Inspector, VDOT

Telephone: (703) 383-2690

E-Mail: peregoy_nj@vdot.state.va.us
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41. WASHINGTON 

BEST PRACTICE/POLICY:

Construction Work Zone Traffic Control Strategy 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Early in project development a work zone traffic control strategy is identified. The

strategy is developed during a required project design conference that is attended by

traffic engineers, law enforcement officials, and construction engineers. It may constrain

the number of lanes that can be closed, hours of the day, and days of the week when

work can occur, LOS to be provided to motorists during construction and the need for

night operations. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To ensure that the strategies are considered in design and later in developing the traffic

control plan for the PS&E.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A check list has been developed to alert people to the various strategies available.

Early in the project design phase funds are earmarked to cover the costs. Provides

adequate safety and minimizes travel time delays.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Any project, urban or rural, which will need a work zone on the roadway prism.

CONTACT(S):

Chuck Chappell, Design Engineer, FHWA, Washington Division Office

Telephone: (360) 753-9555

E-Mail: charles.chappell@fhwa.dot.gov

Jim Shanafelt, Assistant Traffic Engineer, WSDOT

Telephone: (360) 705-7282

E-Mail: SHANAFJ@wsdot.wa.gov
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42. WYOMING

BEST PRACTICE/POLICY:

Work Zone Performance Goal – 20 Minute Maximum Delay Specification 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Wyoming has adopted a maximum motorist delay specification of 20 minutes for

construction projects. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This specification was adopted in order to minimize delay to motorists. Since no

reasonable detours usually exist, it is especially applicable to environmentally sensitive,

remote rural locations in which major construction activities must be performed under

traffic.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This type of approach is a win-win situation for both the motorist and the contractor. It

permits the contractor to perform major work without major traffic interference. It also

permits the motorist to continue to use existing routes without unreasonable delays or

detours. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable to major construction activities in remote locations. 

CONTACT(S):

Mike Gostovich, State Traffic Engineer, WYDOT

Telephone: (307) 777-4491

Larry Swanson, Traffic/Safety Engineer, FHWA, Wyoming Division

Telephone: (307) 772-2004, ext. 47

E-Mail: leonard.swanson@fhwa.dot.gov
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43. EASTERN RESOURCE CENTER

BEST PRACTICE/POLICY:

Guidelines for Use of Flaggers and Police Details for Highway Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This guideline/regional policy identifies the type of work zone situation which warrants

the use of a civilian flagger and which situations warrant the use of a uniform police

officers. This guideline was prepared particularly for use by the Massachusetts Division

Office in working with the Massachusetts Highway Department on assigning police

details to Federal-aid construction projects. The guideline has been shared with the

other Divisions in Region 1, and may have application for all States using uniformed

police officers in highway work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Concern had been raised by the media, legislative representatives, and the general

public, that uniform police details were being used on construction projects in some

States in Region 1, particularly in Massachusetts, where their presence was not

necessary. A review was made by the FHWA of existing practices to determine where

the use of police details and of flaggers would best be served; then develop guidelines

for implementing their recommended use. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This guideline has been used by the Massachusetts Division in determining Federal-aid

participation in police details on Federal-aid construction projects. The guideline also

provides a basis for a work zone designer to make initial assignments and estimates of

uniformed officers and of flaggers on a construction project under design.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All Federal-aid projects.

CONTACT(S):

Dean Larsen, Acting Safety Engineer, FHWA

Telephone: (410) 962-2372
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44. EASTERN RESOURCE CENTER

BEST PRACTICE/POLICY

I-95 Corridor Coalition

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The I-95 Corridor Coalition is a partnership of major public and private transportation

agencies, toll authorities, and industry associations, serving the northeastern corridor

of the United States from Maine to Virginia. Built on the foundation of cooperation,

consensus, and coordination, the Coalition’s programs add value to the transportation

systems of its member agencies to provide “seamless” travel by well-informed travelers.

A number of activities are underway to minimize motorist delays in work zones and

coordinate system preservation projects between States:

 Information Exchange Network

 Highway Operations Working Group

 Construction Advisories

 Northeast Travelers Alert Map

 Information Exchange Forums

 Variable Message Signs/Highway Advisory Radio Deployment

 Information Clearinghouse

Information Exchange Network (IEN) – The IEN provides a sophisticated

communications network between all state transportation/highway operations agencies

throughout the Corridor. It facilitates the sharing of real-time incident, traffic condition,

and construction information among state agencies so that regional diversions can be

implemented and/or planned for, as necessary. Currently 52 IEN workstations have

been deployed throughout the Corridor.

Highway Operations Working Group (HOGS) – The focus of the HOGS is to improve

incident management and highway operations, particularly in multi-jurisdictional

situations. HOGS members include operational and law enforcement representatives

from member agencies, most of who are responsible for some aspect of facility

operations. The HOGS are split into four regional groups and meet several times a

years.

Construction Advisories – Bi-weekly construction advisories that summarize

construction activity on major facilities throughout the Corridor are produced and

distributed by the Coalition for member agencies, the private sector, and the traveling

public.

Northeast Travelers Alert Map – This map identifies major construction activities

upcoming events, and typical holiday weekend bottlenecks. It is produced twice a year

(Summer and Fall) and is made available to the general public free-of-charge at

welcome centers and rest areas along the major roadways in the Corridor. It is also

available at regional AAA offices, some truck stops, convention and visitor bureaus,

chambers of commerce, and on the Coalitions web page (www.i95coalition.org).
Work Zone Best Practices Guidebook 

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Information Exchange Forums – Several exchange forums have been held to facilitate

increased knowledge and understanding of activities and technology advancements

within the Coalition. 

Variable Message Signs/Highway Advisory Radio Deployment – Guidelines have been

prepared to ensure that messages on variable message signs are stations have been

installed at critical junctures throughout the Corridor, where diverting traffic assist in

mitigating regional congestion. 

Information Clearinghouse – clearinghouse for Coalition members through which would

make available information of procurement, operations and maintenance practices,

ongoing projects, and other related information. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Information Exchange Network – interconnect the corridor agencies into a single

dedicated information exchange network for improved communications, coordination,

and enhanced regional strategies to manage transportation facilities, and provide

tracking information. 

Construction Advisories, Northeast Travelers Alert Map, and Variable Message

Signs/Highway Advisory Radio deployment – provide traveler information to motorist in

a timely and cost-effective manner for pre-trip and real-time planning purposes. 

Highway Operations working Group, and Information Exchange Forums – provide

structured communications among the agencies to coordinate Coalition activities. 

Information Clearinghouse – improve the flow of important information among Coalition

member agencies. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The mission of the I-95 Corridor Coalition is to bring the technology and benefit of ITS

to the Northeast. More specifically, the Coalition promotes coordination and cooperation

among its members to ensure that the latest technologies and systems are applied and

implemented in order to create a seamless, multi-modal, and state-of-the-art

transportation system from Maine to Virginia.

Improvements in mobility through the implementation of ITS and the Coalition’s

initiatives will enhance business profitability. For example, a time savings of as little as

10 minutes per trip for the 14 million eastbound trucks entering New York City each

year would translate into a direct cost savings of nearly $50 million per year. 

ITS and related Coalition programs would also help to lower infrastructure costs. The

capital costs for new highway construction are approaching $18 million per lane mile in

some parts of the region. Over 380 new lane miles would need to be constructed each

year in the principle I-95 Corridor urban areas just to maintain traffic flow at current

levels of congestion. The total estimated cost for this construction could reach almost
Work Zone Best Practices Guidebook 

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$6.9 billion annually. The annual cost of construction related delays exceeds several

hundred million dollars in the Maine to Virginia corridor. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: 

The Coalition focuses on major high-volume routes in the Maine to Virginia corridor.

Any type of construction project which has region-wide implications would be

applicable. Most applicable where long distance auto travelers and commercial vehicle

operators need real-time traveler information on construction areas, traffic conditions

and alternate routes. 

CONTACT(S): 

Dean Larsen, Acting Safety Engineer, FHWA

Telephone: (410) 962-2372

John Baniak

Executive Director of I-95 Corridor Coalition

Telephone: (518) 584-4826
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45. EASTERN RESOURCE CENTER

BEST PRACTICE/POLICY

Accelerated Construction Initiative included in Region 3's FY 98 Work Plan

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In order to address the growing problem of motorist delay as a result of construction

and/or maintenance operations, the resource center has committed to implementing

accelerated construction techniques on 25% of the projects within the five state area by

the year 2000. At this time no specific techniques have been initiated; the national

review being performed by the FHWA’s Headquarters will be the basis for regional

outreach efforts.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide a safer, cost-effective, and longer lasting facility with reduced maintenance

for the traveling public.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits to be gained by using accelerated construction techniques and innovative/high

quality materials will be reduced-user delays. This will result in time savings, improved

air quality, reduced work zone related accidents for the general motorist. Economic

benefits include cost savings to businesses that use transportation facilities. Over the

long term, efficient and improved travel times could induce further economic

development from industry. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The types of transportation facilities that are most suited for these techniques would be

those with high traffic volumes and those commercial routes predominantly used by

businesses to deliver their products to their customers.

CONTACT(S):

Dean Larsen, Acting Safety Engineer, FHWA

Telephone: (410) 962-2372
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46. SOUTHERN RESOURCE CENTER

BEST PRACTICE/POLICY:

Region 4 Guidance – Uneven Pavement and Edge Drop-Off

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The guidance was issued October 31, 1997. The guidance is contained in two tables:

one for low speed (<50 km/hr), and one for high speed (>50 km/hr) by type of drop-off

(all surfaces, centerline for opposing traffic, edge line, and outside of edge line). The

values given were based on review of the January 1996 AASHTO Roadside Design

Guide, 1988 MUTCD, Part VI, Revision 3 (September 1993), and NCAT Research

Report 96-3, “A Study of Longitudinal Joint Construction Techniques in HMA

Pavements.”

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The new guidance replaces Region 4 guidelines issued February 27, 1989.

Recommended construction practices for Superpave mixes suggest using thicker lifts

than generally used in the past. The thicker lifts used in Superpave construction can

result in drop-offs that exceed the recommendations of the 1989 guidelines. The

revised guidance permits more flexibility in making decisions concerning drop-offs and

appropriate mitigation measures.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The revised guidance explains in more detail mitigation measures for various drop-off

conditions. The suggested mitigation measures are based on field experience and

research conducted since 1989 and serves to implement the Superpave program.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects

CONTACT:

Frank Julian, Safety Engineer

Telephone: (404) 562-3689

E-Mail: frank.julian@fhwa.dot.gov

Katie Wyrodick, NHTSA Safety Liaison

Telephone: (404) 562-3766

E-Mail: katie.wyrosdick@fhwa.dot.gov
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47. WESTERN RESOURCE CENTER

BEST PRACTICE/POLICY:

Performance Plan Objective to Reduce the Public’s Exposure to Highway Construction

Activities

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This regional initiative is designed to minimize motorist delays by reducing the public’s

exposure to highway construction. The initiative is focused on increasing the use of

contracting methods that reduce contract time (A+B and I/D), reducing lane closures

(lane rental), etc. and using durable materials. Each FHWA division office in the Region

is working with its State highway agency to incorporate strategies in Federal-aid

highway projects.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY: 

This initiative is in response to the NQI Survey which showed the public was dissatisfied

with construction delays and is in keeping with the Mobility, Safety, and Productivity

goals in FHWA’s Strategic Plan. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced motorist delay and exposure to construction.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: 

All types of projects where proposed construction activities will reduce the capacity of

the facility below the traffic demand.

CONTACT(S):

Keith Harrison, Safety and Geometric Design Engineer, FHWA

Telephone: (415) 744-2657

E-Mail: keith.harrison@fhwa.dot.gov
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Best Practices Area 2. Public Relations, Education, and Outreach

(General Public, Driver, and Elected Officials)

To achieve state-of-the-art education and outreach, transportation agencies would need

to:

• Assume a proactive leadership role in work zone educational efforts.

• Develop, update, and distribute work zone safety educational materials for:

Driver handbooks/manuals

Commercial drivers handbooks/manuals

Driver license test questions

Driver education courses

Teaching modules for elementary and secondary schools

Media (television, radio, newspaper)

Road user groups, insurance companies, rental car agencies (magazines,

newsletters, inserts)

Elected officials

• Develop media partnerships to educate and inform the public about work zone

safety.

• Sponsor national and State work zone safety awareness initiatives.

• Share work zone public service announcements and educational materials with

other highway agencies.

• Develop guidance and tools to assist decision makers in balancing the expenditure

of additional funds for longer-lasting materials and designs in today’s projects to

achieve a faster delivery, a longer service life, and reduce future motorist delay and

exposure.

• Update the National Highway Institute (NHI) work zone training courses and expand

the audience to include designers, State police, local public agencies, utility

companies, consultants, and contractors.

The following “best practice” relate to public relations, education, and outreach:

	



			

	

	
	
	
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Subcategory Ref. # Public Relations and Outreach Best Practices

Drivers

(Psngr/Truck)

49 DOT personnel involved in driver education programs. 

56 Work Zone Safety Campaign – “Work Zone – Stay Alert”

58 Work Zone Safety video for truckers 

62 “Wizard” CB Radio transmissions providing work zone safety messages to truckers

63 Partnership with Motor Truck Association 

64 Fixed sign message “XXX People Killed in this Work Zone” displayed in advance

of work zone 

65 Work Zone Safety materials distributed at rest areas, welcome stations and truck

stops 

70 Driver’s Education: Learning Work Zone Safety 

General

Public

50 Public Information Campaign 

51 Circuit Rider Van Program

52 Public outreach through use of neighborhood liaisons 

53 Media outreach program for construction and maintenance work zones 

54 TRANSCOM transmits to user groups 

55 Public Awareness Committee/Public Education and Outreach Program for Work

Zone Safety 

57 “IMPACT” – Public Information Program 

59 Work Zone Safety Public Service Announcement – “At the Office”

61 Public outreach efforts to increase participation in traffic management plan

strategies 

66 Work Zone Safety Week 

67 Joint training with contractor and VDOT construction/maintenance work zone

personnel 

71 Dissemination of work zone information 

77 “You Show Us How” Contests 

Media 60 Develop media partnerships 

State/

Contractors/

Workers

48 Constructing Your Image – A Public Relations Handbook for Contractors

68 Work Zone Safety Round Tables 

69 What’s Wrong With This Work Zone – training video 

72 Quality Management Workshop 

73 Regional Work Zone Conferences 

74 Safety Regional Technical Specialty Team 

75 Promotion of A+B bidding; lane rentals; incentives/disincentives; PR campaign 

76 Satellite video conference on work zone safety 

78 Maintenance Tour Region 
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48. COLORADO

BEST PRACTICE/POLICY:

Constructing Your Image – A Public Relations Handbook for Contractors

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Concerned about their image in general, Colorado contractors undertook an effort to

produce guidance for construction site managers that can improve image and public

relations. Hard-copy guidance was produced by contractors associated with the

Colorado Contractor’s Association (ACC).

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

As stated above, various representatives of industry were concerned about the image

projected as an industry, as an employer and part of the communities in which they

operate.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Project personnel have literal guidance that should enhance the image of their

company and industry as a whole. Constructing Your Image, in partnership with CDOT

and CCA, this document is an excellent tool for providing visibility and improving

industry’s image with the public. It provides templates on public information office,

sample letters, notifications, thank you letters, media releases, press tips, crisis

management strategies, and a checklist for public relations. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects, but generally higher type projects and facilities; more complex

projects

CONTACT(S):

Eldon Strong, Colorado Contractor’s Association 

Telephone: (303) 290-6611 

Fax: (303) 290-9141 

Dan Hopkins, Colorado Department of Transportation

Telephone: (303) 757-9469

Peter Eun, Safety Program Engineer, FHWA, Colorado Division 

Telephone: (303) 969-6730, ext. 376 

E-Mail: Peter.Eun@fhwa.dot.gov
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49. INDIANA

BEST PRACTICE/POLICY:

DOT Personnel Involved in Driver Education Programs

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This best practice focuses on student driver awareness of traffic control devices,

including devices in the work zone. It usually is taught in driver education classes at the

school. The practice began in 1996.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The best practice was developed as a co-partnership with the Indiana state police to

provide more awareness and understanding of traffic control devices to the younger

driver.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit being realized is that it educates students of particular traffic control

devices that they were never aware of before.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable to all types of projects.

CONTACT(S):

Mike Hoffmann, Traffic Engineer, INDOT

Telephone: (812) 522-5649

E-Mail: mhofmann@indot.state.in.us
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50. IOWA

BEST PRACTICE/POLICY: 

Public Information Campaign 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Department has contracted with a public relations firm to raise awareness and

educate drivers of the dangers of work zones. Each year thousands of TV and radio

spots are used to “get the word out.” Information related to specific projects is also

developed and distributed.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To increase work zone awareness and improve safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Improved public image and increased driver awareness in work.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All work zones.

CONTACT(S):

Jerry Dickinson, Work Zone Public Relations Coordinator, IDOT 

Telephone: (515) 239-1667
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51. MINNESOTA

BEST PRACTICE/POLICY:

Circuit Rider Van Program 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Mn/DOT operates a Circuit Rider Van Program: a mobile outreach effort providing

face-to-face transfer of the latest technologies and information on a variety of topics

such as work zone safety.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Circuit Rider Van Program was instituted to bring new technologies to field

personnel and to gather information on new methods and technologies used at a

particular field site to share with others throughout the State.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The Circuit Rider Van Program has proven to be a very effective technology transfer

mechanism. It is an excellent way to give field personnel hands on experience with both

common and “state-of-the-art” work zone traffic control devices.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The Circuit Rider Van Program is used throughout the State of Minnesota.

CONTACT(S):

Paul Keranen – Maintenance Research Engineer (612) 282-2281
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52. MASSACHUSETTS

BEST PRACTICE/POLICY:

Public Outreach Through Use of Neighborhood Liaisons 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Liaisons are assigned to each neighborhood affected by the construction. They

represent the project, organize community meetings, and answer questions.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Construction is to last 14 years through the heart of the city, for both commercial and

residential areas. Liaisons give affected individuals and groups a direct conduit to

obtain information and forward concerns.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The community has confidence that the project will listen and respond. Mechanisms

help projects adapt to changing conditions. The community has real ability to influence

project decisionmaking.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, streets, 2-lane/2-way highway, and bridge.

Location: Urban, rural, and recreational.

Volume/Speed: High-volume/high-speed, high-volume/low-speed, low-volume/highspeed, low-volume/low-speed.

Type of Work: Resurfacing, reconstruction, restoration/rehabilitation, and utility.

All, depending on project size and abetter concentration.

CONTACT(S):

Jeremy Crockford, Chief of Staff

Telephone: (617) 951-6120

Charlie Rountree, Environmental Site and Site Manager

Telephone: (647) 342-1134
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53. MISSISSIPPI

BEST PRACTICE/POLICY:

Media outreach program for construction and maintenance work zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MDOT has implemented a practice of using the media (faxes, radio, TV, newspapers)

to notify the public of upcoming and ongoing construction and maintenance projects.

This media campaign informs the public of road closures and other ongoing

construction or research activities that are expected to cause traffic delays.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was the result of a comprehensive traffic management effort on a major

Interstate project in the State. The result of keeping the public informed of construction

activities resulted in less complaints and inquiries by the media and public. It also

helped to build good will for the Department. It is believed that the information provided

also increased safety for the travelers as well as workers.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

By adopting this practice, MDOT has realized a decrease in negative comments from

the media and complaints from the traveling public. The traveling public did not mind

waiting in a traffic delay as much if the specific activity causing the delay was known.

This information was verified through public surveys on active construction projects.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The practice is used for all projects. The more complex the project and for projects

located in high population areas or heavily traveled areas, the media campaign effort is

increased. 

CONTACT(S):

Donna Lum, Public Affairs Director, MDOT

Telephone: (601) 359-7017
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54. NEW YORK

BEST PRACTICE/POLICY:

TRANSCOM Transmits to User Groups

DESCRIPTION OF THE BEST PRACTICE/POLICY:

TRANSCOM was formed as a regional transportation coalition which would serve as

a clearinghouse for transportation incident and construction information in the States

of New York, New Jersey, and Connecticut. It transmits information to hundreds of

transportation agencies, media outlets, and major employers throughout the day

informing them of incidences and delays. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Fourteen major transportation agencies and the Federal Highway Administration saw

the need for some type of regional clearinghouse for this type of information that would

transcend the normal transportation agency’s boundaries and would include all

transportation modes in the greater New York City area. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Transportation providers are able to provide better service to their customers in either

responding to incidences or having the users avoid the incidences by detour routing,

delaying trips, etc. The users benefit by spending less time unnecessarily sitting in

congestion due to roadway and transportation incidences.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This information applies to every major road, bridge, tunnel, and transit facility in the

greater New York City area.

CONTACT(S):

Emmett McDeVitt, Safety Engineer, FHWA New York Division

Telephone: (518) 431-4125, ext. 231

Ed Roberts, NYSDOT

Telephone: (518) 457-1232
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55. NORTH CAROLINA 

BEST PRACTICE/POLICY: 

Public Awareness Committee/Public Education and Outreach Program for Work Zone

Safety

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The committees were formed to identify methods that reach specific target audiences

with regard to work zone safety. The goals of each committee was to brainstorm ideas

that make work zones safer, and then pursue implementation of selected methods from

the brainstorming sessions.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The NCDOT identified areas of concern with regard to work zone safety and formed

these committees to address the concerns.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The committees have identified potential innovative public awareness methods that

inform motorists about work zone safety. These efforts lead to the motorist having an

increased awareness of the need for safety in the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The results of the two NCDOT committees are applicable for all work zones on all types

of highway facilities.

CONTACT(S):

Jimmy Travis, Construction Programs Engineer, NCDOT 

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353
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56. NORTH CAROLINA

BEST PRACTICE/POLICY:

Work Zone Safety Campaign – “Work Zone – Stay Alert”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A logo and theme were developed for the “Work Zone – Stay Alert” campaign in 1990

and are still in use today. All print materials: PSAs, radio spots, and maps, etc. utilize

this theme. Construction advance warning signs also utilize this theme.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The campaign was developed to promote a heightened sense of awareness in work

zones. This heightened awareness allows motorist to react faster and be more cautious

when traveling in work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The NCDOT has safer work zones and more alert drivers. Speed differentials are

minimized, thus reducing the severity of accidents.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is available for all facilities and all projects.

CONTACT(S):

Jimmy Travis, P.E. Construction Programs Engineer, NCDOT 

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354, ext. 145

Fax: (919) 856-4353
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57. NORTH CAROLINA

BEST PRACTICE/POLICY:

“IMPACT” – Public Information Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Information Management Public Affairs Construction Traffic “IMPACT” effort is a

public information program which is housed within the Central Construction Unit. The

IMPACT strives to promote safety in the work zone and provide exceptional customer

service. This program began in 1987 and has continued to grow.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The NCDOT felt it was important to inform motorists, businesses, and residents of

upcoming construction activity and possible impacts. Encouraging motorists to use

alternate routes and avoid congestion associated with work zones helps to ease traffic

volumes and educate the drivers.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Surveys conducted show that motorists, businesses, and residents are being informed

of construction activities. This aids in the reduction of congestion and increases safety

to the motorist and construction workers.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This program targets and is effective on any type of construction project.

CONTACT(S):

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353
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58. NORTH CAROLINA

BEST PRACTICE/POLICY:

Work Zone Safety Video for Truckers

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The NCDOT developed, produced, and distributed a 71⁄2 minute video geared towards

truckers and the trucking industry. This video is produced from the truckers’ perspective

on North Carolina’s highways. The video was distributed to more than 600 members of

the North Carolina Trucking Association for truck safety training in 1992 and is still in

use today.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The work zone safety video was developed to educate and inform a specific target 

audience—truckers; because of the large number that utilize North Carolina’s highways

and the potential effect this group of motorists have on others traveling through work

zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The NCDOT has safer work zones and a more informed trucking industry. The trucking

industry realizes that they have a significant effect on speeds in the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE.

The video applies to truckers in all types of work zones on the Interstate, US routes,

and NC routes in both rural and urban areas. 

CONTACT(S):

Jimmy Travis, P.E. Construction Programs Engineer, NCDOT 

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354, ext. 145

Fax: (919) 856-4353
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59. NORTH CAROLINA

BEST PRACTICE/POLICY:

Work Zone Safety Public Service (PSA) Announcement – “At the Office”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The NCDOT purchased this PSA in 1996, and added its own “tag” at the end of the

video.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The message from this video allows the motorist to visualize his/her office in a work

zone, thereby, creating an impact that will be remembered.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Motorists definitely remember the PSA when they travel through a work zone according

to comments NCDOT has received. Awareness of work zones and safety within them is

consequently increased.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This video applies to all projects and all routes within North Carolina.

CONTACT(S):

Jimmy Travis, P.E. Construction Programs Engineer, NCDOT 

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354, ext. 145

Fax: (919) 856-4353
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60. OREGON

BEST PRACTICE/POLICY:

Develop Media Partnerships

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Establish regular contact with State and/or local media (Radio, TV, Cable) to provide an

on-going dialogue on work zone safety issues. This practice had been used since 1994

when 20 people were killed in Oregon roadway work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice is valuable because:

 The media become confident in the value of the information to their

customers.

 The likelihood of coverage of work zone safety in the media is increased.

 There is a known contact at the State DOT.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The likelihood of coverage of work zone safety in the media is increased, along with

better informed motorists and a reduction in work zone worker deaths.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects

CONTACT(S):

Larry Christianson, Oregon DOT

Telephone: (503) 986-4195
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61. OREGON

BEST PRACTICE/POLICY:

Public Outreach Efforts to Increase Participation in Traffic Management Plan (TMP)

Strategies

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A multi-jurisdictional, bi-state Traffic Management Team worked together to develop a

TMP to lessen the traffic impacts anticipated with the closure of the northbound I-5

Interstate Bridge crossing of the Columbia River. As a strategy identified in the TMP,

the Oregon and Washington State DOT undertook a public outreach effort to advise

commuters in Portland, Oregon and Vancouver, Washington of the possibility of severe

traffic congestion and to inform them of travel alternatives which would help relieve it.

A common theme in the outreach effort was that commuters need to share in some

responsibility for the “problem” and individuals were encouraged to take the initiative to

change their commute habits during the closure.

It was recognized that employers would be key in allowing commuters to utilize

commute options and to promote and disseminate options for how people can get to

work. An employer outreach program was established targeting employers with 50 or

more employees crossing the Columbia River. Three types of contact were used with

employers. Telephone contacts were made initially, followed by mailings which included

information packets, followed by company presentations to provide an overview of the

project and explain commute alternatives to employees.

It was also recognized that a news media partnership would be necessary to

communicate traffic management strategies to the public. A series of press releases

were issued through the summer to provide periodic updates on the project with a final

advertising campaign three weeks prior to closure. This advertising campaign promoted

commuter options by distributing maps and brochures from displays in retail centers

and placement of advertisements in print and radio mediums.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A Traffic Management Plan was adopted for this project and it contained 13 strategies,

one of which was a public outreach program which was crafted to provide information to

commuters and employers. It was recognized that public participation would be integral

in achieving the targeted 26 percent reduction in trips. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits included a high level of community awareness of the project. A trip reduction of 

19 percent was realized. An increased level of awareness of transit alternatives in the

corridor. A renewed interest in HOV lanes in the metropolitan area. Future projects on

the Interstate Bridge will have a “roadmap” in the TMP to follow in order stage projects

without gridlock.
Work Zone Best Practices Guidebook 

Page 85

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Use of public outreach efforts to inform the public is most effective in urban areas with

good radio, newspaper, and television broadcast coverage.

CONTACT(S): 

Jeff Graham, Operations Engineer, FHWA Oregon Division 

Telephone: (503) 587-4727 

E-Mail: Jeffrey.D.Graham@fhwa.dot.gov 

Bill Creger, Project Manager, ODOT

Telephone: (503) 731-3257
Work Zone Best Practices Guidebook 

Page 86

62. PENNSYLVANIA

BEST PRACTICE/POLICY:

“Wizard” CB Radio transmissions providing work zone safety messages to truckers.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Wizard Work Zone Alert Radio is a portable radio which broadcasts traffic safety

and work zone information on citizens band radio channels. It is primarily aimed at

long-haul truckers. The Wizard monitors CB transmissions on one or more preselected

frequencies. When it detects a lull, the Wizard will broadcast a safety message. Under

development since 1994. Certificate of Approval issued in January 1998.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Department was looking for a unique way of targeting long-haul truckers with safety

information as they approached work areas.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Truck drivers are alerted to the work zone and any new traffic patterns.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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63. PENNSYLVANIA

BEST PRACTICE/POLICY:

Partnership with Motor Truck Association

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Involvement of representatives from State Motor Truck Association in the identification,

development and implementation of actions to reduce crashes associated with work

zones. Practice was initiated in 1995.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Practice was initiated due to high number of fatal crashes involving commercial vehicles

in or near work zones. Motor Truck Association was contacted to provide a trucking

industry perspective on how to address problem and to serve as direct conduit to

provide information to industry.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Obtain knowledgeable perspective on how proposed actions will impact commercial

vehicles. Direct conduit to industry on problem and what they can do to correct.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Daniel R. Smyser, Motor Carrier Division, PennDOT

Telephone: (717) 787-7445

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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64. PENNSYLVANIA

BEST PRACTICE/POLICY:

Fixed sign Message “XXX People Killed in this Work Zone” displayed in advance of

work zone.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Fixed signs placed in advance of the project in which the legend stated, “People Have

Died In This Work Zone.”

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

There were several fatal accidents in the work zone. The sign was intended to be

dramatic to better attract the attention of motorists.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

No formal study was conducted. Anecdotal data suggested that it did draw the attention

of drivers.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office 

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

Page 89

65. PENNSYLVANIA

BEST PRACTICE/POLICY:

Work Zone Safety Materials distributed at rest areas, Welcome Stations and truck

stops.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A brochure titled “Highway Construction Advisory” has been printed and disseminated

since the 1970's. The brochure includes a map and detailed information on the routes

under construction and safe driving tips. Disseminated through the Department’s

Welcome Centers, rest areas, drivers license centers and District Offices.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This brochure was developed in the 1970's as a public service to the motoring public.

Safety information was included to educate the public on how to drive safely when

traveling in construction areas. For a copy of the brochure, call (717) 787-6746

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Motorists are informed where construction is occurring and are better educated on how

to drive safely in work zones.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

Page 90

66. VIRGINIA 

BEST PRACTICE/POLICY: 

Work Zone Safety Week

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1998, the VDOT conducted the first statewide work zone safety awareness

campaign for both VDOT employees and the general public the week following the

implementation of daylight savings time. Press conferences with the Virginia State

Police were held across the state, with the dangers of working in and driving through

work zones emphasized. The State Police increased their presence in work zones

during the week, and VDOT employees drove with their headlights on and displayed

orange ribbons and “GIVE 'EM A BREAK” bumper stickers on their vehicles. Daily

activities focusing on work zone safety were conducted and give-a-ways such as key

chains, pen lights, and rain ponchos were distributed to all VDOT employees.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To increase the awareness of both VDOT employees and the general public to the

dangers and hazards of working in and driving through work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Encourage employees to pay closer attention when performing work zone activities,

encourage motorists to drive with caution and obey the posted speed limits when

traveling through work zones, and demonstrate to our employees VDOT’s top value, to

put “Safety in Everything We Do”.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: All roads – All location

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 91

67. VIRGINIA 

BEST PRACTICE/POLICY:

Joint Training With Contractor and VDOT Construction/Maintenance Work Zone

Personnel

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The VDOT, in conjunction with the Virginia Road and Transportation Builders

Association (VRTBA), conducts joint VDOT/contractor Work Zone Safety training

statewide in a series of training sessions held every winter. Started five years ago,

the one day courses are generally split 50/50 between department and contractor

personnel. The training is conducted by VDOT work zone safety personnel as well as

traffic control experts from the contracting side. The course consists of a review of state

standards and guidelines for work zone traffic control, participation in a mock tort

liability trial, and interaction between attendees in solving a work zone safety exercise.

The one day course allows interaction and builds teamwork between the contracting

industry and VDOT personnel.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide the necessary training to both VDOT and contracting personnel, to review

changes and new requirements, and to develop teamwork and improve communication

between the Department and the contracting industry.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Better trained personnel, increased awareness to and focus on work zone safety

requirements, improved communication between the Department and the contracting

industry, and the development of teamwork to solve work zone safety challenges.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Urban and Rural Freeways Statewide

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 92

68. VIRGINIA

BEST PRACTICE/POLICY:

Work Zone Safety Round Tables

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Twice a year work zone safety representatives from VDOT’s nine districts meet with

work zone safety personnel from the Department’s Central Office to review and discuss

the Department’s Work Zone Safety Program. The format allows each district to discuss

and share general or specific work zone problems and concerns, as well as best

practices and/or solutions to problems encountered in their district. The day-and-a-half

to two day meetings have been conducted since the spring of 1990.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To share information and successful practices statewide; to develop consist work zone

safety practices statewide; to interpret and discuss federal and state work zone safety

requirements, standards and guidelines; and to review and discuss the latest in work

zone traffic control devices.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Statewide consistency in the work zone safety program; increased participation and

impute in the development and implementation of work zone safety standards and

guidelines; greater focus and compliance to the work zone safety program; and

improved communication and cooperation between districts and Central Office Work

Zone Safety personnel.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All roads statewide – All location

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 93

69. VIRGINIA

BEST PRACTICE/POLICY: 

“What’s Wrong With This Work Zone” – Training Video

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In the spring of 1998, the VDOT developed and distributed a work zone training video

which displays two improperly setup work zones; a lane closure operation on a

four-lane roadway, and a flagging operation on a two-lane roadway. From a motorist’s

perspective, viewers are driven through the work zones and asked to find the

deficiencies in each. The video then shows and discusses each deficiency. The

corrections are made and the work zones are viewed again to show the improvement

over the improperly setup work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide a training tool to increase the awareness to common work zone installation

deficiencies found on Virginia roadways and show the differences and dangers

between incorrectly and correctly installed work zone traffic control.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Increasing the awareness of VDOT and contractor field personnel in the importance in

following established standards and guidelines as they relate to work zone traffic

control.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Two-lane and multi-lane urban and rural roadways with various volumes and speeds for

all types of construction/maintenance activities.

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 94

70. WASHINGTON

BEST PRACTICE/POLICY:

Driver’s Education: Learning Work Zone Safety

DESCRIPTION OF THE BEST PRACTICE/POLICY:

An 111⁄2 minute video designed to educate new student drivers about work zone safety

and awareness. This video is brand new...but is in conjunction with our “Give ‘em a

Brake” work zone safety motorist awareness campaign which came on strong in 1993.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The video was produced because of the lack of awareness of work zone safety in the

younger age groups (new student drivers). Students lacked education about what

various work zone signs mean and how to properly proceed through a work zone.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits include safety for our workers as well as better educated “new drivers.”

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

High school driver education classes and independent driving schools. 

CONTACT(S):

Jennifer Marty, Communications & Public Involvement Office, WSDOT

Telephone: (360) 705-7079

E-Mail: martyj@wsdot.wa.gov
Work Zone Best Practices Guidebook 

Page 95

71. WYOMING 

BEST PRACTICE/POLICY:

Dissemination of Work Zone Information

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Dissemination of work zone information through the Wyoming Trucking Association,

low-powered radio, Notices at truck stops, ports-of entry, motels, and restaurants is

made for projects involving possible lengthy closures. In addition, normal news media is

used including newspaper, radio, and television. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

During the construction of a major project on I-80, the contractor was permitted to close

the road for up to 1 hour at a time for blasting operations. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Motorists were able to plan their trips around the construction closure schedule. The

contractor was required to determine the closure schedule 3 days in advance so proper

notification could be made throughout Wyoming, western Nebraska, and northern

Colorado.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Highly visible projects involving complete road closures or major delays. 

CONTACT(S):

Larry Swanson, Traffic/Safety Engineer, FHWA, Wyoming Division

Telephone: (307) 772-2004, ext. 47

E-Mail: leonard.swanson@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 96

72. SOUTHERN RESOURCE CENTER

BEST PRACTICE/POLICY:

Region 4 Quality Management Workshop (QMW)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The QMW is an annual event that has been sponsored by the Region 4 Office

Engineering Services Team for the last 7 years as an outgrowth of the National Quality

Initiative (NQI). The 3-day format is in constant transition due to the variety of subjects

covered under the umbrella of Quality. The effects of durability and constructability are

the principal focus. Management practices aimed at producing quality of construction

and materials allows a reduction of traffic exposure to Work Zone activities are a key

consideration in continuing this workshop. Construction, Maintenance, and Materials

personnel from State DOTs and private industry are the targeted audience.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

FHWA Region 4 recognized a need for more uniform application of technological

advances and lessons learned across the south. The disparity range of applied

technology was very broad and this was a method to bring lagging States up to speed.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The FHWA, State DOT, and industry personnel are better networked so that

information is shared across state lines on a routine basis. The annual conference

allows hot topics to be discussed at the regional level so that experiences and potential

solutions can be applied in all the States of Region 4 quickly. This has also provided a

good opportunity to introduce new issues to all the States at once.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects, Design through Maintenance activities. The annual conference is

attended by DOT and FHWA Management and Technical Programs Specialists. 

CONTACT:

Frank Julian, Safety Engineer

Telephone: (404) 562-3689

E-Mail: frank.julian@fhwa.dot.gov

Katie Wyrodick, NHTSA Safety Liaison

Telephone: (404) 562-3766

E-Mail: katie.wyrosdick@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 97

73. MIDWEST RESOURCE CENTER

BEST PRACTICE/POLICY:

Regional Work Zone Conferences

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1995 and 1997, Region 5 held Work Zone Conferences in conjunction with ATSSA

How-To Conferences. Participation in these conferences included FHWA, State, local

and industry representatives. In 1998, a State/Federal only, Work Zone Workshop was

held in the Region 5 Office. Another Regional Work Zone Conference is being planned

for January 1999, in conjunction with the ATSSA How-To Workshop to be held in

Columbus, Ohio.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Work zone safety was identified as one of our strategic objectives. The conferences

were developed, so that the State personnel involved in the administration of the work

zone safety programs in their States, could get together and share practices and

discuss common concerns.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The ability of the States to share best practices with each other and discuss common

concerns. In the last workshop, time was set aside for the States to compare

specifications.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All facilities – All types of work

CONTACT(S):

Patrick Hasson, Safety and Geometric Design Engineer, FHWA Region 5

Telephone: (708) 283-3595

E-Mail: patrick.hasson@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 98

74. MIDWEST RESOURCE CENTER

BEST PRACTICE/POLICY: 

Safety Regional Technical Specialty Team (RTST)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Safety RTST was formed in 1992. Membership on the team included the Division

Office Safety Program Engineers, the Regional Safety Program Engineer, and

representatives from OMC, NHTSA, and FRA. In 1998, the RTST has been replaced

by the Safety Strategic Goal Team, which includes a broader range of skills from the

Division Offices and also includes a partner from a State DOT.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

One of the primary purposes of the Safety RTST was to develop, implement, and

monitor the Safety portion of the Regional Strategic Plan each year. The role of the

Safety SGT will be to develop and monitor the Regional Business Plan. The change in

composition of the team was to get a broader input from different disciplines within the

Agency into the development of the Regional Business Plan.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This Team was responsible for setting up the Region 5 Work Zone Conferences. In

conjunction with the Work Zone Conferences, the Team has also developed a

spreadsheet questionnaire which lists the practices of the Region 5 States in the area

of work zone practices, including the name, address, and phone number of State work

zone contacts.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All facilities – All types of work

CONTACT(S):

Patrick Hasson, Safety and Geometric Design Engineer, FHWA Region 5

Telephone: (708) 283-3595

E-Mail: patrick.hasson@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 99

75. SOUTHERN RESOURCE CENTER

BEST PRACTICE/POLICY: 

Promotion of A+B Bidding; Lane Rentals; Incentives/Disincentives; PR Campaign

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Region strongly promoted A+B Bidding, Lane Rentals and Incentives/Disincentives for

projects on an elevated section of I-45 through downtown Houston and on I-40 through

Albuquerque. These types of contracting procedures had not been used before in these

areas.

The Region also promoted use of Public Relations Campaigns on both projects. The

region office consulted with the division and state and provided information and

assistance on the extensive public relations/media blitz that was used on these projects

to keep the public informed. The campaigns included TV, radio, newspapers and

handout flyers to provide advance information on upcoming street closures, etc. so

drivers could plan alternate routes. In Houston, a separate public information contract,

as well as a high mast lighting contract for better night operations, was let in advance of

the main reconstruction contract.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To expedite completion of the work, reducing the time the projects were actually under

construction. I- 45 through Houston is one of the primary hurricane evacuation routes

during hurricane season.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Greatly shortened the time for project completions, compared to what it would have

been under usual procedures. This reduced the length of time the public was

inconvenienced and delayed.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

High-volume, urban type facilities and other critical sections of highways.

CONTACT:

Frank Julian, Safety Engineer

Telephone: (404) 562-3689

E-Mail: frank.julian@fhwa.dot.gov

Katie Wyrodick, NHTSA Safety Liaison

Telephone: (404) 562-3766

E-Mail: katie.wyrosdick@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 100

76. SOUTHERN RESOURCE CENTER

BEST PRACTICE/POLICY: 

Satellite Video Conference on Work Zone Safety

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Region personnel (Regional Administrator, Safety Engineer) participated as speakers

and panelists at an APWA Work Zone Safety video conference held at Oklahoma State

University, and explained/promoted streamlined contract procedures such as A+B

bidding. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The forum reached many highway and other public works professionals and a high

degree of interest was shown, especially in A+B bidding.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Streamlined contraction procedures, with emphasis on reduced time required to

complete the work once started, benefits the traveling public. This use of satellite

telecommunications video conferences spread the word faster to a diverse audience.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects and locations.

CONTACT(S):

Frank Julian, Safety Engineer

Telephone: (404) 562-3689

E-Mail: frank.julian@fhwa.dot.gov

Katie Wyrodick, NHTSA Safety Liaison

Telephone: (404) 562-3766

E-Mail: katie.wyrosdick@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 101

77. WESTERN RESOURCE CENTER

BEST PRACTICE/POLICY**

“You Show Us How” Contests

DESCRIPTION OF THE BEST PRACTICE/POLICY:

An annual contest open to all counties in Region 8 has been conducted annually since

1994 to solicit new ideas. One category is “enhancement of safety in daily roadway or

roadside maintenance operations.” The counties submit entries for novel concepts they

are using to meet the goal of the category. Entries are published in an annual report to

all counties. Winning entries are selected and presented with plaques during the annual

County Road Advisor’s meeting.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Most counties are very short on resources. However, they continually develop new

concepts and techniques to accomplish their objectives, but they are not shared with

other jurisdictions that might well benefit from the same idea. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Publishing novel concepts, as well as recognition of the best ideas, transfers technology

and creates energy for trying new and better ways of conducting business.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Local roads

Location: Primarily rural, some urban

Volume/Speed: Primarily low-volume, low-speed, but includes others

Type of Work: Primarily maintenance

CONTACT(S):

Keith Harrison

Telephone: (415) 744-2657
Work Zone Best Practices Guidebook 

Page 102

78. WESTERN RESOURCE CENTER

BEST PRACTICE/POLICY:

Maintenance Tour

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A state maintenance engineers’ tour of innovative maintenance activities has been

conducted annually since 1996. Participants in the tour include each Region 8 state’s

maintenance engineer, as well as participants from each Division Office, the Resource

Center, and Headquarters. The tour provides a forum to meet and discuss maintenance

ideas and technology of common interest, including temporary traffic control. Each state

takes a turn hosting the event.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY: 

Many states utilize new technology and/or practices in their maintenance activities.

Unfortunately, there is not a good mechanism for routinely sharing the ideas with other

states. The tour provides for the exchange of information.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefit being realized from this annual tour are the increased use of new

technology and practices in neighboring states.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: all

Location: all

Volume/Speed: all

Type of Work: all

CONTACT(S):

Keith Harrison

Telephone: (415) 744-2657
Work Zone Best Practices Guidebook 

Page 103

Best Practices Area 3. Prediction Modeling and Impact Analysis: 

Congestion and Crashes

To achieve state-of-the-art prediction modeling and impact analysis, transportation

agencies would need to: 

• Update and enhance existing computer modeling software to make it userfriendly and to realistically predict traffic impacts (travel times/speed, queue

lengths) and the crash potential (frequencies and severity) for various

reconstruction alternatives on freeways as well as urban arterial grids.

• Develop user-friendly computer modeling software (PC based) for analyzing

proposed project specific changes to the traffic control plan at the project site.

(Comparisons of travel times/speed, queue lengths, as well as crash frequencies

and severity.)

• Develop user-friendly project specific computer software (PC based) that can

predict capacity breakdown on freeways before it occurs.

The following “best practices” relate to prediction modeling and impact analysis:

Subcategory Ref. # Prediction Modeling and Impact Analysis Best Practices

Closure Effects 79 Lane closure analysis for toll roads 

Delays

80 QUEWZ software is used to predict congestion and associated user costs 

81 Modeling projected traffic delay 

82 Traffic Impact Report 

83 Traffic Impact Analysis 

84 Tool – DELAY Enhanced 1.2 Software for Estimating User Delay Impacts and Costs

for Freeway Capacity Restrictions

	

 		
!			


	
			

	

	
			

				


	

	

	




			
	
				

	

	
Work Zone Best Practices Guidebook 

Page 104

79. FLORIDA 

BEST PRACTICE/POLICY: 

Lane Closure Analysis for Toll Roads

DESCRIPTION OF BEST PRACTICE/POLICY:

The Florida Turnpike performs a lane closure analysis in the design phase and again

during construction to assess the traffic impacts due to construction. To help ensure the

accuracy of the level of service analysis, quarterly traffic counts are used.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Since the Turnpike has patrons who pay to use their services, they are very sensitive

to their customers’ needs. The Turnpike strives to minimize disruption and lessen the

inconvenience to their customers due to highway construction.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

It is used as a planning tool to help determine the scheduling of work for the project

(i.e., day or night operations, number of lane closures allowed, etc.). It also allows for

fine-tuning of work hours during construction if there are any changes due to field

conditions.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Used on all Turnpike projects

CONTACT(S):

Patrick Bauer, Program Operations Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3035

E-Mail: patrick.bauer@fhwa.dot.gov

Kimberlee Poulton, Director of Public Information, Florida DOT

Telephone: (800) 749-7453

E-Mail: kimberlee.poulton@dot.state.fl.us
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80. INDIANA 

BEST PRACTICE/POLICY:

QUEWZ Software is Used to Predict Congestion and Associated User Costs

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This information is used as one method to identify projects warranting a TMP. The user

cost information is also used to establish incentives on A+B Contracts and as criteria to

the best alternative for maintaining traffic.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A method was needed to estimate user costs. The version of QUEWZ used by INDOT

has the ability to take into account the traffic that will divert from the route. It has been

calibrated by INDOT and found to be reasonably accurate.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefits being realized is accurate user cost and delay information which

has resulted in more efficient construction phasing and maintenance of traffic planning.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST: APPLICABLE/EFFECTIVE:

This version of QUEWZ is primarily applicable to freeways for any type of project.

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-mail: Edward.Ratulowski@fhwa.dot.gov

David Boruff, INDOT Design

Telephone: (317) 232-5222
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81. MASSACHUSETTS

BEST PRACTICE/POLICY:

Modeling Projected Traffic Delay

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A computerized traffic model (TRANPLAN) was developed during preparation of the

project’s environmental impact statement. This model has been upgraded and refined

to support final design and construction.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Project construction requires changes and impacts to I-93, I-90, and 5 separate

geographic neighborhoods in the City of Boston. Many of these traffic impacts involve

complex redistribution of vehicles. The TRANPLAN model helps clarify potential traffic

impacts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Complex traffic redistributions are made more comprehensible in planning for traffic

changes required by project construction.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, streets, 2-lane/2-way highway, and bridge.

Location: Urban, rural, and recreational.

Volume/Speed: High-volume/high-speed, high-volume/low-speed, low-volume/highspeed, low-volume/low-speed.

Type of Work: Resurfacing, reconstruction, restoration/rehabilitation, and utility.

Most.

CONTACT(S):

Glen Berkowitz, Traffic Manager

Telephone: (617) 951-6131

E-Mail: Glenberk@aol.com
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82. NEW JERSEY

BEST PRACTICE/POLICY: 

Traffic Impact Report (TIR) 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

On certain projects, the Traffic Impact Report is used to identify construction impacts on

traffic. It contains recommendations for traffic mitigation to be utilized by the designer

of the traffic control plan (TCP). The decision to develop a Traffic Impact Report is

a mutually reached decision of the Project Manager, Design Coordinator, and the

Regional Traffic Operations Manager. This practice was initiated on February 3, 1994.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Coordinating the required mitigation and the timing of the project with other construction

projects, both local government and private. This caused conflicting detours and

overlapping traffic impacts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY: 

The designer has the benefit of the Traffic Impact Report which recommends mitigation

such as night work, restricted hours, number of lanes available for traffic, staging

requirements, public information program, transportation strategies (Park and Ride,

Shuttle Buses, etc.). The designer utilizes the Traffic Impact Report in the preparation

of the traffic control plans and staging plans. This approach has proven to result in a

better overall traffic control plan and reduction of the inconvenience of the motorist. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practiced is applicable to all facility types where significant impacts to traffic is

expected due to construction activities.

CONTACT(S):

Robin L. Schroeder, Area Engineer, FHWA New Jersey Division Office 

Telephone: (609) 637-4235

E-Mail: Robin.Schroeder@fhwa.dot.gov

Timothy J. Szwedo, Manager, Traffic Signal and Safety Engineering, New Jersey

Department of Transportation

Telephone: (609) 530-2600

James Paral, Director, Traffic Operations, New Jersey Department of Transportation

Telephone: (609) 530-2488

New Jersey Department of Transportation Web Page – Design Manual – Section 14 –

Design Guidelines for Traffic Control Plans and Details

Section 14 of the Design Manual: http://www.state.nj.us/transportation/cpm/

RoadwayDesignManual/sect14.htm

Sub-Section 14-04: http://www.state.nj.us/transportation/cpm/

RoadwayDesignManual/sect14.htm#14.04 Traffic Impact
Work Zone Best Practices Guidebook 

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83. PENNSYLVANIA TURNPIKE COMMISSION

BEST PRACTICE/POLICY:

Traffic Impact Analysis

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Prior to designing a project, detail traffic capacity analysis is completed to determine

how many lanes must be maintained and when. The capacity analysis is completed for

a typical weekday, Friday, Saturday and Sunday for each month of the year. This

practice has been used for about 10 years 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was adopted to limit any possible delays in the work area.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This practice has improved customer service and safety.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice has been used on high-speed/high-volume facilities. 

CONTACT(S):

Timothy M. Scanlon, Traffic Engineering Manager, Pennsylvania Turnpike Commission

Telephone: (717) 939-9551, ext. 5590

E-Mail: tscanlon@paturnpike.com

Michael Castellano, FHWA Pennsylvania Division

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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84. UTAH 

BEST PRACTICE/POLICY: 

Tool – DELAY Enhanced 1.2 Software for Estimating User Delay Impacts and Costs for

Freeway Capacity Restrictions

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The DELAY Enhanced software was developed in 1997 by Martin Knopp of the FHWA,

Utah Division. It is in initial stages of deployment. The UDOT has used the program for:

incident management, evaluating maintenance striping alternatives, and limited ITS

evaluations. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The program was created to improve the quantification of user delay costs caused by

freeway restrictions to traffic flow in an easy-to-use interface for quick estimations. The

program was initiated more for incident management, but can be used for simple work

zones. 

The Version 2.x is under development and will increase the flexibility for work zones

and general ease-of-use.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The model quickly provides estimates of: Total Delay, Time-to-Normal Flow, Maximum

Queue of Vehicles, Maximum Queue Length, Maximum Individual Vehicle Delay,

Average Individual Vehicle Delay, Excess Fuel Use, Vehicle Emissions, and Financial

Loss. This information can be used to estimate program benefits or compare

alternatives very quickly. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This tool is applicable to freeways. The current version is geared more for shorter-term

closures, but the next version under development will provide more flexibility for

scenarios lasting longer during the day.

CONTACT(S):

Martin Knopp, ITS & Olympic Operations Engineer, FHWA, Utah Division

Telephone: (801) 965-4858 Fax: (801) 965-4338

E-Mail: mknopp@dot.state.ut.us
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Work Zone Best Practices Guidebook 

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Best Practices Area 4. Planning and Programming

To achieve state-of-the-art planning and programming, transportation agencies would

need to:

• Optimize the grouping and sequencing of long-range corridor improvements

(capacity, structural, operational, and system preservation) into projects which

minimize traffic delays, reduce the exposure to motorist and workers, as well as

provide for the safe, efficient travel needs of today and for future generations.

• Routinely program systems preservation, including dedicated funds to provide for

planned preventive maintenance treatments performed at the right time.

• Integrate work zone traffic management principles into the FHWA planning and

National Environmental Policy Act (NEPA) processes.

• Utilize cross-cutting and multi-agency teams to develop corridor traffic

management plans.

• Give full consideration to road-user costs and impacts to affected business and

residential communities in the selection of the corridor TMP.

Conduct public relations campaigns that inform the public and involve them in the

selection of corridor TMPs.

The following “best practice” relate to work zone planning and programming:

	

 


	
	
	
			

	



	
	



		


	
	

	


	
						
		




Work Zone Best Practices Guidebook 

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Subcategory Ref. # Programming and Planning Best Practices

Corridor

Planning

85 Corridor management approach for maintenance and construction operations 

86 Corridor planning used vs. project planning to minimize delays and enhance safety

in work zones 

88 Corridor planning 

91 Corridor Traffic Management Plans vs Project Traffic Control Plans 

93 Tool – Use of “MENUTP” Corridor Modeling for the Valley Concerning I-15

Construction Closure and Restriction Alternatives

Organizational

Strategy

90 High Impact Project Task Forces 

92

Coordination of all State DOT, local government, and utility construction and

maintenance work to minimize motorist delays in the Oklahoma City and Tulsa

areas

94 I-81 Steering Committee 

Traffic Mgmt

Planning

87 Traffic Management Plans (Chapter 81 in INDOT’s Design Manual) 

89 Comprehensive Traffic Management Plan for the reconstruction of the I-55/I-20

interchange 
Work Zone Best Practices Guidebook 

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85. CALIFORNIA

BEST PRACTICE/POLICY:

Corridor Management Approach for Maintenance and Construction Operations

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The California DOT coordinates multiple construction/maintenance projects within a

corridor. For maintenance projects a complete corridor will be closed off during the night

with a “maintenance gang” performing the work. Construction projects are much longer

in duration and entail coordination among different projects to be tied into one corridor

project. This concept has been used sporadically over the past year and more recently

is being implemented statewide.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

An effort of the State DOT trying to be sensitive to the traveling public and to make the

most of taxpayers money. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduction in the overall congestion and delay to the traveling public as well as the

improved perception by the public through coordination and planning efforts by the

State DOT. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S):

Randy Iwasaki, Deputy Director

Telephone: (916) 654-6823

E-Mail: Riwasaki@trmx3.dot.ca.gov

Larry Orcutt, Caltrans Prog. Manager of Maint.

Telephone: (916) 654-5849

E-Mail: LORCUTT@trmx3.dot.ca.gov

Bob Pieplow, Caltrans Prog. Manager of Constr.

Telephone: (916) 654-2157
Work Zone Best Practices Guidebook 

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86. INDIANA

BEST PRACTICE/POLICY:

Corridor Planning Used Versus Project Planning to Minimize Delays and Enhance

Safety in Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The INDOT collects data on current traffic and determines the amount of traffic the

road can carry while being reconstructed. They conduct an analysis on the likely routes

to be used in the corridor by traffic that cannot be accommodated on roads under

construction. Improvements are made on alternate routes as needed to have sufficient

capacity. This practice has been used for at least the last 10 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice of reviewing an entire corridor and upgrading its traffic carrying capacity,

was implemented to improve safety and capacity. Also, it helped to reduce the number

of complaints received by INDOT about construction zone delays.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Safety on the construction project is increased and motorist delay is decreased

substantially.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Normally applied to freeway and other high-volume arterials. 

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

David Boruff, Design, INDOT

Telephone: (317) 232-5222

Dan Shamo, Executive Office, ITS Program Engineer Operations Support, INDOT

Telephone: (317) 232-5523
Work Zone Best Practices Guidebook 

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87. INDIANA 

BEST PRACTICE/POLICY:

Traffic Management Plans (TMP) (Chapter 81 in INDOT’s Design Manual)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A traffic management plan is an overall strategy for accommodating traffic during

construction on a project or corridor. They have been used consistently since June

1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The INDOT realized that construction on a specific project could impact an entire

highway corridor and on many other facilities (hospitals, schools, emergency response,

shopping centers, etc.). The TMP is necessary to lessen the impact.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Increased safety and reduced delay and congestion. Fewer complaints from motorists

and the affected facilities such as shopping centers, restaurants, and gas stations. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Applicable to major projects with high volumes of traffic mainly in urban, suburban, or

rural areas. 

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

David Boruff, Design, INDOT

Telephone: (317) 232-5222
Work Zone Best Practices Guidebook 

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88. MICHIGAN 

BEST PRACTICE/POLICY:

Corridor planning

DESCRIPTION OF THE BEST PRACTICE/POLICY :

Especially in the Detroit area, MDOT is now attempting to identify all needed

construction work in a corridor and then let a contract to deal with it all. The principle

they are applying is “get in, get out, and stay out”. A typical example of this new

approach is current bridge work being done on I-94 where all crossroad bridges were

packaged into the contract.

Also, MDOT has applied the corridor approach to short term road work from a variety of

sources. A typical implementation is for the 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.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MDOT was looking for ways to reduce the seemingly constant road closures on freeway

corridors. In the past it was not uncommon for the State to be working on a given

stretch of highway, year after year, doing different elements of work.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Traffic inconvenience is minimized by this approach. It is also expected that DOT

credibility with the public will be enhanced.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This concept is being used primarily on high-volume urban freeway projects where

traffic distribution is a major issue.

CONTACT(S):

Tom Fort, FHWA, Michigan Division

Telephone: (517) 377-1880 Ext 42

Ernie Savas, MDOT 

Telephone: (248) 483-5142
Work Zone Best Practices Guidebook 

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89. MISSISSIPPI

BEST PRACTICE/POLICY:

Comprehensive Traffic Management Plan for the reconstruction of the I-55/I-20

interchange

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MDOT implemented a comprehensive traffic management plan for the reduction of

traffic delays and for providing emergency vehicles access. A team composed of

MDOT, FHWA, contractors, and local authorities covering police, fire, emergency

medical and road services were responsible for the plans and provisions for the access

to incident sites for emergency vehicle personnel and other necessary personnel for

all stages of construction. This team approach was used to reduce traffic delay and

decrease the emergency response time. Practices adopted included Contractor

Supplied Service Patrols, Using a Professional Advertising Agency to keep the public

informed of construction activities, Using Emergency Medical Services, Establishing

Continuous Police Presence, Establishing a Staging Area, Using Portable Changeable

Message Signs, Establishing a “Hotline,” and Establishing a Detour and Alternate Route

Signing. Some of these practices have been incorporated by MDOT for use on other

projects.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The I-55/I-20 interchange handles over 100,000 vehicles a day and is the major

East-West and North-South routes through the State and the City of Jackson. The

innovative practices for reducing delays and improving emergency response time was

considered vital for increasing safety. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

There were significant reductions in traffic delays for the traveling public and emergency

response time was delayed. The use of radio, TV, and facsimiles to inform the traveling

public of upcoming road closures and delays greatly enhanced the public perception of

the construction project and MDOT as a whole. By keeping the public involved and

informed of the status of construction activities, a good working relationship developed

between the Department, Contractors, and the public. The public was much more

willing to tolerate delays and soon began to find alternate routes without complaining.

Safety was also seen to increase. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable where the traffic demand and public perception would

warrant its use. Any type of construction activity on a high-speed roadway or major

roadway with high volumes of traffic could implement this practice. 

CONTACT(S):

Donna Lum, Public Affairs Director, MDOT

Telephone: (601) 350-7017
Work Zone Best Practices Guidebook 

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90. MISSOURI

BEST PRACTICE/POLICY:

High Impact Project Task Forces 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A “High Impact Project Task Force” is a task force formed during the project

development phase. The members of the task force are from the various disciplines

within MoDOT and are charged to examine and review all aspects of the project which

may impact the traveling public (motorist). This practice has been utilized for 5 years

and has been integrated with MoDOT’s utilization of project managers.

The members of the task force employ various methods for examining the impacts,

such as value engineering targeted to reduce contract time and motorist impacts and

input from the public and road user groups along with local businesses, communities

and elected officials on traffic management plans.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Examples of success: 1) formation of a multi agency partnership to reduce traffic on

I-70 bridge rehabilitation in St. Louis—public and private agencies working together

promoting and implementing traffic demand management strategies; 2) major bridge

rehabilitation project requiring revised traffic routing. Impacted businesses and the

public provided input on the traffic management plan which revealed an operational

problem—solution was identified and included in the construction project proposal. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The use of High Impact Project Task Force has resulted in reduced construction time,

less impact to the traveling pubic through recommended revisions to the traffic

management plan, better understanding and buy in of the traffic management plan by

the users and the use of new techniques to monitor traffic through construction.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, major bridge, expressways, complex interchange

Location: Urban or Rural, over major rivers

Volume/Speed: High-Volume/High-Speed, High-Volume/Low-Speed 

Type of Work: Reconstruction, Restoration/Rehabilitation 

CONTACT(S):

Bill Yarnell, MoDOT State Design Division Engineer

Telephone: (573) 751-2876

Ken Fryer, MoDOT Construction Division Engineer

Telephone: (573) 751-6602

Bob Thomas, FHWA Mo Division Operations Engineer

Telephone: (573) 636-7104 
Work Zone Best Practices Guidebook 

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91. OHIO

BEST PRACTICE/POLICY: 

Corridor Traffic Management Plans Versus Project Traffic Control Plans

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The entire I-71 corridor will be reconstructed from Columbus to Cleveland over the next 

10 years. Plans are being made on how to best manage the traffic for the entire corridor

during construction.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

With multiple highway construction projects occurring in the metropolitan area by a

variety of jurisdictions, there needs to be coordination between projects as far as work

zone, closures, etc. This coordination will lead to minimal impacts on the public.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

By conducting traffic management for the metropolitan area, we have coordination of

work zones whenever possible therefore improved traffic flow for the public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All high-volume corridors

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

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92. OKLAHOMA 

BEST PRACTICE/POLICY: 

Coordination of all State DOTs, local governments, utility constructions and

maintenance work to minimize motorist delays in the Oklahoma City and Tulsa areas.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Oklahoma found that many adjacent and alternate routes were being rehabilitated at

the same time causing motorist delays. In addition, many instances were found where

an overlay/rehabilitation job was completed, then shortly thereafter, a new utility

crossing was installed—effectively ruining a new project.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The primary benefit is the reduction of motorist delay. The secondary benefits included

providing an open forum to discuss formal agreements to detour traffic from the state

routes to local routes or visa versa; to discuss funding arrangements to improve a local

highway facilities to act as an alternate route for detouring traffic through and around

a state highway project; and managing traffic through partnerships and networking.

Although it was recognized early that not all projects could be effectively coordinated

because of funding limitations or politics, the majority of projects could be coordinated

to provide the least amount of delay to the motoring public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Currently, all types of urban projects are being considered for coordination. Major

arterials are the main focus at this time with the expectation that eventually residential

streets will be considered once the methods of coordination are improved. This effort

was begun in January 1998.

CONTACT(S):

Mr. S.C. “Pete” Byers, Oklahoma Department of Transportation

Assistant Director of Operations

Telephone: (405) 521-4675

E-Mail: pete.byers/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

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93. UTAH

BEST PRACTICE/POLICY:

Tool – Use of MENUTP Corridor Modeling for the Valley Concerning I-15 Construction

Closure and Restriction Alternatives

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The MENUTP program is a travel demand forecasting model commonly used for

transportation planning utilizing traffic assignment capabilities, thus allowing planners to

evaluate closure scenarios and model the changes in volume on alternate routes. The

UDOT utilized the Wasatch Front Regional Council (WFRC) database to compare

closure alternatives for the I-15 closure and restriction options. The analysis was used

to fund capacity changes on alternate routes and to help determine the optimum

construction strategies and sequencing.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The analysis was performed as part of a comprehensive construction and procurement

plan performed because of the magnitude of impact by reconstructing I-15 through the

Salt Lake Valley. I-15 is the major route in the valley and the scope of work ($1.6 billion)

necessitated increased analysis not typical for construction projects.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Detailed analysis data provided for decision-making. The planner is better enabled to

evaluate impacts on a corridor level, not just on one route.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Not typical for routine projects. The model is highly complex and data intensive. The

model is mostly used in planning long term improvements and is most appropriate for

projects of regional impact with sufficient time to undertake long term analysis.

CONTACT(S):

Kerry Perrillo, Safety Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 227

John Leonard, Operations Oversight Manager, UDOT I-15

Telephone: (801) 594-6236

E-Mail: jleonard@dot.state.ut.us

WFRC – Mick Crandall, Program Director 

Telephone: (801) 299-5714
Work Zone Best Practices Guidebook 

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94. VIRGINIA 

BEST PRACTICE/POLICY: 

I-81 Steering Committee

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The I-81 steering committee was formed in the spring of 1996 to monitor and

coordinate efforts to provide improved safety and ease of movement of people and

goods along I-81. The I-81 Steering Committee is made up of representatives from

location and design, bridge, environment, right-of-way, public affairs, construction,

urban, ITS and traffic management. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

VDOT divided the 325-mile long I-81 corridor into ten study areas, each with a separate

consultant contract. The I-81 Steering committee provides guidance to the various

disciplines to ensure conformity of design throughout the corridor. By treating the

corridor as a whole, VDOT can provide a safer roadway, improve traffic flow and

increase capacity, enhance economic development and user services, incorporate the

latest technology, disseminate information, and coordinate consultant and department

efforts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The Steering committee has provided guidance to the ten consultant firms to ensure

quality and consistency of design, consistency of traffic data collection and projections,

open channels of communication, public involvement, and financial responsibility. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Reconstruction and Restoration/Rehabilitation High-Volume/High-Speed Urban and

Rural Freeways

CONTACT(S):

Jimmy Mills, Division Administrator, Location and Design, VDOT

Telephone: (804) 786-2507

E-Mail: mills_jt@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 123

Best Practices Area 5. Project Development/Design

To achieve state-of-the-art project development/design, transportation agencies would

need to:

• Extend traffic management principles into all construction and maintenance

projects adversely impacting traffic, not just high visibility projects.

• Develop TCP options prior to beginning the detailed design (±30 percent stage).

• Utilize cross-cutting teams to develop and evaluate TCPs.

• Provide for contractor involvement in the development of the TCP and active

public input into the selection of the TCP.

• Use computer modeling to assess the traffic and safety impacts as well as the

construction time required for the TCP options being considered.

• Modify project development schedules to reflect development and evaluation of

TCP options prior to beginning detailed designs (30 percent stage).

• Consider road-user, life-cycle, and other impact costs in the selection of the

preferred design, materials, TCP, and contracting options.

• Utilize CPM scheduling to establish the maximum contract time included in the

bid proposal.

• Develop user-friendly computer software to calculate realistic, but expedited

contract times.

• Provide CPM scheduling training courses to staff and consultant designers.

• Conduct public relations campaigns to inform the public and involve them in the

selection of the preferred TCP.

The following “best practice” relate to project development and design:

	

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Work Zone Best Practices Guidebook 

Page 124

Subcategory Ref. # Project Development and Design Best Practices

Constructability

Review Process

95 Traffic Management Workgroups 

96 Involvement of affected communities and businesses in the project

development process 

97 Formal Constructability Review Process 

98 Constructability reviews by construction industry representatives during project

design 

100 Utilizing video to enhance public involvement 

103 Multi-disciplinary teams to design, evaluate, and select traffic management

plans 

105 Constructability reviews on high visibility projects in design phase 

109 North Carolina Contractor’s Association participation in constructability reviews 

111 Community Advisory Councils 

112 Contractor participation in constructability reviews 

115 Emergency Response Team and Trucking Association involved in the

design/evaluation of the traffic control plan

116 Contractor hired by the design consultant to do constructability review on

James River Bridge 

Tools and

Practice

99 Constructability practices for reducing motorist and business exposure to the

work zone 

101 Policy – Sequence, Coordinate and Schedule Projects to Minimize Motorist

Delay and Interference to Affected Business-Residential Community

102 Road-user cost in evaluating and selecting traffic management plans 

104 Comparisons of the estimated construction time required to maintain traffic

through the work zone vs closing the highway and diverting the traffic

106 Traffic Control Plan Checklist (Chapter 82-7 in INDOT’s Design Manual) 

107

Comparison routinely made of the estimated construction time to maintain

traffic through the work zone versus the closing the highway and diverting the

traffic

108 Total road closure 

110 “Coordination of Road Closure/Detours During Construction” – Design

Procedures Manual 

113 CPM scheduling to set contract time 

114 Value-engineering studies are conducted on major projects in the early phases

of design and focus on traffic management

117 Value-engineering (all projects over $2 million) to minimize construction time

and road-user cost 

118 Methods of Reducing Work Zone Congestion “Tool Box”
Work Zone Best Practices Guidebook 

Page 125

Work Zone Traffic control plans from the Manual on Uniform Traffic Control Devices
Work Zone Best Practices Guidebook 

Page 126

95. ARIZONA

BEST PRACTICE/POLICY: 

Traffic Management Workgroups

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Traffic Management Committees or Workgroups have been utilized on major projects

over the past 10 or 12 years. These groups meet on a regular basis to discuss work

zone issues as well as those problems affecting the local community and especially

nearby residents. The Workgroup makeup generally includes construction and

contractor personnel, police agencies, fire departments, local city engineering and

traffic engineering departments, local businesses, schools, shopping centers, and

neighborhood associations. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

These meetings make everyone aware of what the construction efforts will be for the

coming month as well as resolving any neighborhood traffic, safety, noise, or other

concerns. Problem areas are discussed and solutions determined where possible.

Newsletters that are being proposed for release to the neighborhood are reviewed and

modified if necessary. Traffic Management Studies have been initiated through this

group.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Local agencies , businesses, and neighborhoods know where they can go to get

reliable answers to their questions. The State and contractor personnel get a greater

sense of what the community desires are and conflicts are more easily resolved.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of facility: Generally freeways or large dollar projects

Location: Generally urban projects.

Volume/Speed: High-volume/high-speed

Type of work: New construction or major reconstruction

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Mark Bonan, Public Relations, District Construction

Telephone: (602) 255-8965 

Paul Hurst

Telephone: (602) 255-8544
Work Zone Best Practices Guidebook 

Page 127

96. MARICOPA COUNTY, ARIZONA

BEST PRACTICE/POLICY: 

Involvement of Affected Communities and Businesses in the Project Development

Process

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This practice is used on a project by project basis and has been in effect for 3 or 4

years. The county holds a number of meetings with the local neighborhood and

business groups to obtain their input into the design of projects. In some of these

meetings workgroups are organized to discuss specific issues and then report back to

the whole group their recommendations. These meetings give the local citizens a

feeling of ownership in the project.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The purpose of these meetings was to get the communities’ feel for the project and

better understand their needs. Information is obtained early and eliminates surprises

that may otherwise not be brought out until the end of the design process or even

during construction. Better community relations is also one of the reasons for adopting

the process.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

At these meetings some citizens find it easier to bring out and discuss their opposition

and at the same time come to an understanding as to the desires of their neighbors. In

a sense, they are brought on board as decisionmakers. It makes the counties job easier

and reduces conflict.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All major new and reconstruction roadway projects

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Kent Hamm, Assistant County Engineer

Telephone: (602) 506-4618
Work Zone Best Practices Guidebook 

Page 128

97. CALIFORNIA

BEST PRACTICE/POLICY: 

Formal Constructability Review Process (CRP)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

CRP is an iterative, multi-disciplinary review of the PS&E at various defined stages of

the project development process. This review will include all functional areas including,

but not limited to: traffic, design, construction, and maintenance. The CRP has been

implemented on all projects greater than $25 million since July 1997 and will be

implemented for all major projects (>$750,000) by July 1998.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To improve overall PS&E construct ability in an effort to reduce contract time extensions

and delay claims and the overall cost/time of construction.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The CRP would address many of the root causes leading to construct ability problems,

CCOs, and delay claims. Constructing a project right the first time would not only

minimize contract time, but reduce or eliminate some future maintenance problems. All

of this adds up to less inconvenience to the traveling public and a better perception by

the public of the State DOT.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S):

Jim Deluca, Caltrans Sr. Transportation Engineer

Telephone: (916) 653-4067

E-Mail: Jdeluca@trmx3.dot.ca.gov

Ken Kochevar, Transportation Engineer, FHWA California Division

Telephone: (916) 498-5853

E-Mail: Ken.Kochevar@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 129

98. COLORADO

BEST PRACTICE/POLICY:

Constructability Reviews by Construction Industry Representatives During Project

Design

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Working with Colorado Contractor’s Association, a construction contractor is selected to

review and critique plans under development at about 30 percent complete stage.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Problems with plans that could have been identified by those more familiar with

construction or work phasing. Review by contractors allows correction prior to

advertisement and start of construction.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Fewer costly changes during construction. Some savings in delay and congestion due

to revisions to work sequencing or traffic control that affects users.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects, but generally higher type projects and facilities; more complex

projects

CONTACT(S):

Frank Muldowney, Safety Services, CDOT Maintenance and Operations Branch

Telephone: (303) 273-1840

Ed Fink, Maintenance Superintendent, CDOT Maintenance and Operations Branch

Telephone: (303) 273-1840

Peter Eun, Safety Program Engineer, FHWA, Colorado Division 

Telephone: (303) 969-6730 ext 376

E-Mail: Peter.Eun@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 130

99. FLORIDA 

BEST PRACTICE/POLICY: 

Constructability Practices for Reducing Motorist and Business Exposure to the Work

Zone

DESCRIPTION OF BEST PRACTICE/POLICY:

In 1996, as part of their statewide Quality Control/Enhancement Plans, the Florida

Department of Transportation (FDOT) instituted constructability reviews into the project

development process. In general, this involves active participation by FDOT

Construction personnel early in the design stages of a project, possibly even during

planning for large or complex groups of projects, to ensure the scope addresses

construction issues so as to prevent conflicts and reduce contract time.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

There are two primary reasons: 1) reducing the time the public is exposed to

construction conditions, and 2) reducing costly construction supplemental agreements

and claims.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

By implementing constructability practices, FDOT hopes to better anticipate field

oriented issues and conflicts which have typically plagued projects (e.g., utility conflicts,

maintenance of traffic which cannot be implemented, etc.) and to encourage use of new

construction methods (administrative and technical) which increase the quality and

reduce time on the job.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable for all construction projects, but especially those with more

complex maintenance of traffic or which have a high impact to adjacent property

owners.

CONTACTS:

Patrick Bauer, Program Operations Engineer, FHWA – Florida Division

Telephone: (850) 942-9650-3035

E-Mail: patrick.bauer@fhwa.dot.gov

Mr. John Shriner, State Scheduling Engineer, Florida DOT

Telephone: (850) 414-4149

E-Mail: john.shriner@dot.state.fl.us
Work Zone Best Practices Guidebook 

Page 131

100. ILLINOIS

BEST PRACTICE/POLICY:

Utilizing Video to Enhance Public Involvement

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Illinois Department of Transportation, District 4, has utilized videos on several

projects to give interested stockholders insight into project specifics. One example is

the video utilized for the rehabilitation of the Havana Bridge over the Illinois River.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The people of Havana stated early in the preliminary engineering stage that closure

of the bridge was unacceptable due to the perceived impacts to the area. It was

determined that the rehabilitation would require closure at least during the floor beam

replacement. Three alternatives were developed, each requiring a different degree of

closure. To convey this information to the public, a video was developed that described

the different alternatives and their impacts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Public sentiment in Havana went from, “You can’t do that!” to “Close the bridge and get

it fixed as quickly as possible!” Much of this change in sentiment is attributed to the

video. (FYI: The bridge was closed for the rehabilitation and a ferry boat system and a

park and ride facility were used.)

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Enhance public involvement, including the use of video, should be utilized on complex

urban projects and other projects that involve major impacts to the traveling public.

Video is an efficient medium for conveying information on complicated projects.

CONTACT(S):

George Ryan, Construction Engineer, Illinois Department of Transportation, District 4

Telephone: (309) 671-3660

Keith Hoernschemeyer, Transportation Engineer, FHWA, Illinois Division 

Telephone: (217) 492-4620

E-Mail: keith.hoernschemeyer@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 132

101. CITY OF CHICAGO, ILLINOIS

DEPARTMENT OF TRANSPORTATION (CDOT)

BEST PRACTICE/POLICY: 

Policy – Sequence, Coordinate and Schedule Projects to Minimize Motorist Delay and

Interference to Effected Business/Residential Community

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Internal coordination meetings are routinely held to discuss various projects from the

Bureaus of Traffic, Highways, and Bridges which have the greatest impact on traffic.

Specifically, CDOT internally discusses the upcoming construction seasons major

projects and proceeds to map out coordinated project letting schedules in order to

minimize motorist delay and interference to effected business/residential communities.

Moreover, some basic information which comes from these regular CDOT internal

meetings are used to update their public web site,

http://www.ci.chi.il.us/WorksMart/Transportation.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Simply to enhance the sequencing, coordinating, and scheduling of projects during

each year’s construction season, which has the greatest potential to impact traffic in

order to minimize delay and maintain and acceptable level of mobility and safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Construction cost savings related to enhanced project coordination. Travel time

improvements and motorists/pedestrian safety improvements within construction and

maintenance work zones. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Carl Byrd, Chicago DOT Bureau of Traffic 

Telephone: (312) 744-4684

Bruce Worthington, Chicago DOT Bureau of Highways 

Telephone: (312) 744-3520

J.D. Stokes, Transportation Engineer, FHWA, Illinois Division-Chicago Metro Office

Telephone: (312) 886-1616

E-mail: jd.stokes@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 133

102. INDIANA

BEST PRACTICE/POLICY: 

Road User Cost in Evaluating and Selecting Traffic Management Plans

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Road user costs are evaluated on bridge replacement projects to determine whether

to construct a runaround or to close the road; and provide detour via State roads or

upgraded local roads. This practice has been in effect for the last 15 years. User costs

are also implemented in planning interstate rehabilitation projects to determine the best

methods for construction phasing and maintaining traffic.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A desire to choose the most cost effective traffic control plan

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

User costs are taken into consideration and the TCP is not just based on construction

costs.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Applicable to all bridge replacements on 2 lane/2-way State roads.

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-mail: Edward.Ratulowski@fhwa.dot.gov

David Boruff, INDOT Design

Telephone: (317) 232-5222
Work Zone Best Practices Guidebook 

Page 134

103. INDIANA

BEST PRACTICE/POLICY: 

Multi-Disciplinary Teams to Design, Evaluate, and Select Traffic Management Plans

(TMP)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The development of TMPs by multi-disciplinary teams began in June 1997, after the

issuance of INDOT’s new Design Manual which has an entire chapter devoted to the

subject of TMP’s.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The INDOT realized that major projects on high-volume routes could impact an entire

corridor and many other facilities such as hospitals, schools, recreational facilities, and

shopping centers. The TMP is necessary to lessen the impact on all facilities.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Increased safety, reduced delay and congestion. Fewer complaints from affected

facilities such as shopping centers and motorists. Evaluation of TCP’s by the team

reduced the chance of errors being repeated.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Applicable to major projects with high volumes of traffic, mainly in urban and suburban

areas.

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

Mike Holowaty, Pre-Engineer/Environment, INDOT 

Telephone: (317) 233-3016

E-Mail: holawaty@indot.state.in.us
Work Zone Best Practices Guidebook 

Page 135

104. INDIANA 

BEST PRACTICE/POLICY:

Comparisons of the estimated construction time required to maintain traffic through the

work zone verses closing the highway and diverting traffic.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This practice is covered under the transportation management plans (TMP) which is

part of INDOT’s design manual. It is considered specifically when reviewing traffic

control alternates. The INDOT has completely closed one side of an urban freeway, but

not the entire freeway. This practice is common on lower volume routes, and a detour is

provided. The INDOT formally began the practice of TMP in 1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for adopting this practice is determined after reviewing various aspects,

including cost effectiveness, of traffic control alternates.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit realized is easier construction for the contractor and increased

safety of the traveling public and it is usually cost effective.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This type of practice may be cost effective on various types of facilities. Each project is

site specific.

CONTACT(S):

James Poturalski, Chief of Contracts and Construction, INDOT

Telephone: (317) 232-5502
Work Zone Best Practices Guidebook 

Page 136

105. INDIANA

BEST PRACTICE/POLICY:

Constructability Reviews on High Visibility Projects in Design Phase

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Constructability reviews would fall under the Transportation Management Plans (TMP)

which is included in INDOT’s Design Manual. Constructability reviews include reviewing

construction phasing and scheduling, reviewing design alternates, reviewing traffic

control alternates, reviewing the adequacy of alternate routes, coordinating the design

with other TMP plans in the region, and coordinating funding and timing with other

projects within the corridor. The INDOT formally began the practice of TMP in 1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for adopting constructability reviews is to ensure that a reasonable

transportation management strategy has been incorporated into the traffic control plans.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit gained is that it provides a team approach with a variety of

disciplines. This is an approach that looks outside the box for potential solutions.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This type of practice is most applicable on any type of facility of high visibility (primarily

urban freeways).

CONTACT(S):

James Poturalski, Chief of Contracts and Constructions, INDOT

Telephone: (317) 232-5502
Work Zone Best Practices Guidebook 

Page 137

106. INDIANA 

BEST PRACTICE/POLICY: 

Traffic Control Plan Checklist (Chapter 82-7 in INDOT’s Design Manual)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This checklist has been in used for at least the past 15 years by designers to insure that

they have considered all necessary factors in developing TMP’s and TCP’s.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This list was developed by INDOT’s Traffic Control Review Committee which annually

reviews work zones on a sample of projects. The list includes items that should have

been considered on projects, but were not, resulting in problems. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Use of this list helps to insure that all necessary items are considered in the

development of TMP’s and TCP’S.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects on all types of facilities. 

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

Bob Cales, Contracts and Constructions, INDOT

Telephone: (317) 233-4792

E-Mail: bob.cales@indot.ibmmail.com
Work Zone Best Practices Guidebook 

Page 138

107. MASSACHUSETTS 

BEST PRACTICE/POLICY: 

Comparison routinely made of the estimated construction time to maintain traffic

through the work zone versus closing the highway and diverting traffic.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Impacts to traffic from construction are closely monitored by the local press, business

oversight groups, abetters, and concerned citizens. The credibility of the project rests in

large part upon making reasonable tradeoffs between traffic flow and construction.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

 Maintain pre-existing levels of vehicular and pedestrian mobility; and

 Minimize construction cost and schedule.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The project obtains a high-degree of trust and confidence from external agencies and

organizations which allows construction to proceed as desired.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S):

Glen Berkowitz, Traffic Manager

Massachusetts Highway Department

Telephone: (617) 951-6131

E-Mail: Glenberk@aol.com
Work Zone Best Practices Guidebook 

Page 139

108. MICHIGAN 

BEST PRACTICE/POLICY:

Total road closure

DESCRIPTION OF THE BEST PRACTICE/POLICY :

The highway is closed (if freeway, one direction only) to allow unrestricted contractor

access to road.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice, when combined with incentive/disincentives, significantly cuts down the

time to complete work.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Significant reductions in project construction time, which results in less delay to

motorists. Also, as a result of shorter construction time, less total traffic is exposed to

work zone hazards and the challenges of changing work zone traffic control.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

MDOT has applied total closures to Urban or suburban freeways (usually one direction

only), in areas where local street system or other freeway segments exist to handle the

diverted traffic.

CONTACT(S):

Dave Morena, FHWA, Michigan Division

Telephone: (517) 377-1880 ext 35

Bob Lariviere, MDOT

Telephone: (248) 483-5100 ext 120
Work Zone Best Practices Guidebook 

Page 140

109. NORTH CAROLINA

BEST PRACTICE/POLICY: 

North Carolina Contractor’s Association Participation in Constructability Reviews

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The North Carolina Contractor’s Association is actively involved in constructability

reviews early in the design process. The reviews have been conducted since 1996.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The process has been developed to provide a more constructable design by using

contractor input early in the design process. Historically, there have been many projects

delayed in North Carolina due to lack of contractor input in the design process.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The greatest benefit to date is reduction in contract time—sometimes dramatic

decreases. There have also been reductions in contract costs, reduction in user costs,

and better traffic control designs.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Projects selected for review are typically on high-volume, urban freeways. The projects

are major rehabilitation and new construction projects with special environmental

mitigation concerns.

CONTACT(S):

Steve DeWitt, P.E., State Construction Engineer, NCDOT

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354, ext. 145

Fax: (919) 856-4353
Work Zone Best Practices Guidebook 

Page 141

110. NORTH CAROLINA

BEST PRACTICE/POLICY: 

“Coordination of Road Closure/Detours During Construction” – Design Procedures

Manual

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The NCDOT Traffic Control Unit works with the NCDOT Permits Unit to inform and

direct over-sized, over-weight, and over-height vehicles around restricted work zones.

The criteria for detouring traffic on high-type and lower-type facilities is provided to the

NCDOT Division offices for careful prescription of signing, number of lanes provided,

maximum length, etc. The coordination procedures have been in existence since 1995.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The NCDOT is responsible for providing consistent detours that will not mislead or

endanger the motorist.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The coordinated effort between NCDOT, other agencies and local citizens ensures

safe, efficient, and necessary detours for the motorist in or around work zones.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This procedure applies to all work zones and all roadways.

CONTACT(S):

Stuart Bourne, P.E. Traffic Control Marking and Delineation Engineer, NCDOT

Telephone: (919) 250-4151

Fax: (919) 250-4195

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353
Work Zone Best Practices Guidebook 

Page 142

111. CITY OF COLUMBUS, OHIO

BEST PRACTICE/POLICY:

Community Advisory Councils

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This best practice has been used in the Columbus area on two large projects, more

than $250 million, over the last 5 years. The advisory councils are comprised of

businesses, neighbor associations, Paving the Way, and other interested parties. They

provide a forum for complaints and were involved in developing the communication plan

for the projects.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The size of the projects and the number of individuals that would be impacted by the

projects were such that it was believed that they needed a voice in the design and

construction process. With projects of this magnitude, public relation problems could be

minimized with the establishment of the councils.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A buy in the process by those individuals represented by the advisory council.

Individuals have a forum to hear their complaints. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All public roads

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

Page 143

112. OKLAHOMA 

BEST PRACTICE/POLICY:

Contractor Participation in Constructability Reviews

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The constructability reviews were begun largely because there was an untapped

wealth of experience of contractors who know how to construct projects in the most

economical and expedient manner. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This practice allows all of the contractors to review the plans in advance of

advertisement to ensure that the best, most economical, and quickest design and

construction methods are incorporated prior to advertisement. Besides incorporating

better, more economical, and expeditious methods of construction, having the

contractors review the plans early provides a way to detect errors overlooked in the

design phase and allows the contractors additional time to become more familiar with

the project, and therefore, enabling them to submit more accurate bids. This practice

was begun in 1997.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This is done on projects over $5 million.

CONTACT(S):

Mr. Jack Stewart, Oklahoma Department of Transportation

Office/Specifications Engineer

Telephone: (405) 521-2625

E-Mail: jack.stewart/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

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113. OKLAHOMA

BEST PRACTICE/POLICY: 

CPM Scheduling to Set Contract Time

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

When the Oklahoma Department of Transportation began A+B bidding projects, the

contractors who were unfamiliar with the processes involved tended to bid the time part

very conservatively. Setting the maximum allowable contract time by use of the more

accurate CPM scheduling method reduced the maximum allowable amount of time the

contractor can bid, thereby encourages the contractors to be more aggressive in

bidding the time part of the contract.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Accelerated contract completion and reduced motorist delays.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Any complex project that is over $5 million.

CONTACT(S):

Ms. Christine Senkowski, Oklahoma Department of Transportation

Roadway Design Engineer

Telephone: (405) 521-2625

E-Mail: christine.senkowski/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

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114. TEXAS 

BEST PRACTICE/POLICY: 

Value Engineering (VE) Studies are Conducted on Major Projects in the Early Phases

of Design and Focus on Traffic Management

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The TxDOT began conducting voluntary VE studies in 1991. One of the elements of

their designs was to focus on traffic management as it relates to constructability and

traffic management through work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The VE provided benefits to the project development and potential constructability of

the projects. The VE was also used to analyze processes; such as the utility

accommodation and local agency projects.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Improved early communications between Design, Construction and Maintenance.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The VE is conducted on major projects or processes.

CONTACT(S):

Mark Marek, Engineer of Geometric Design, Design Division, TxDOT

Telephone: (512) 416-2653

Robert R. Kovar, Deputy Director of the Design Division

Telephone: (512) 416-2242

E-Mail: RKOVAR@dot.state.tx.us
Work Zone Best Practices Guidebook 

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115. UTAH

BEST PRACTICE/POLICY: 

Emergency Response Team and Trucking Association Involved in the

Design/Evaluation of the Traffic Control Plan

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A cooperative effort of all emergency response agencies, private sector companies,

and media to institute a limited access contingency plan and a proactive response to

emergency situations. This response plan was submitted and incorporated within a

traffic control plan. This practice also allowed emergency response agencies, and

private sector companies to have input into the overall traffic control plan.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for implementing the practice was to provide a limited access contingency

plan and a proactive response to emergency situations within a work zone. The practice

was implemented to improve the efficiency and effectiveness of the use of resources to

deliver emergency response.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The coordination of the parties involved has brought no major problems in delivering

emergency response to the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects.

CONTACT(S):

Robert Kelleher, State Director, FHWA 

Telephone: (801) 963-0096, ext. 247

Sgt. Danny Catlin, Utah Highway Patrol

Telephone: (801) 965-4676
Work Zone Best Practices Guidebook 

Page 147

116. VIRGINIA

BEST PRACTICE/POLICY: 

Contractor Hired by Design Consultant to do Constructability Review on James River

Bridge

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In January 1997, VDOT awarded a consultant contract to provide design services

for the reconstruction of the James River bridge carrying I-95 through downtown

Richmond. As part of this contract a local construction contractor was hired to review

construction alternatives for feasibility, cost and timing. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The replacement of the James River bridge is a high visibility project with high traffic

volumes. Involving a representative of the construction industry at the design phase will

eliminate problems during the construction phase.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This construction contract will have several uncommon provisions including strict limits

on impacts to traffic requiring innovative construction practices, staged construction with

completion dates for each phase and A+B bidding. Having a construction contractor on

board has assisted the design consultant and VDOT in developing a project that is

feasible to construct and financially responsible.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Any project requiring innovative construction techniques or major traffic impacts.

CONTACT(S):

Frank Gee, State Construction Engineer, VDOT 

Telephone: (804) 786-2785

E-Mail: gee_cf@vdot.state.va.us
Work Zone Best Practices Guidebook 

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117. VIRGINIA

BEST PRACTICE/POLICY: 

Value Engineering (all projects over $2 million) to Minimize Construction Time and

Road User Cost

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Value Engineering is a systematic, creative approach to obtaining optimum value for

every dollar spent. A Value Engineering review is conducted by a multi-disciplined team

of experienced engineers and technicians not originally involved in the project. VDOT

began performing value engineering studies in the mid-1970’s.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

By identifying the most cost-effective use of funds, the program assists management

in providing the best transportation system possible. In 1990, the Virginia General

Assembly legislated a Value Engineering study be performed on all construction and

maintenance projects exceeding $2 million.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Value Engineering can reduce construction time and road user cost with out sacrificing

quality or operation and maintenance capabilities. Value Engineering achieves one of

the highest returns on investment the Citizens of the Commonwealth make in their

transportation system. Value Engineering team members increase familiarity of other

disciplines by participating in Value Engineering studies.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects except repetitive routine maintenance.

CONTACT(S):

Larry Jones, Division Administrator, Administrative Services, VDOT

Telephone: (804) 786-7712

E-Mail: jones_ld@vdot.state.va.us
Work Zone Best Practices Guidebook 

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118. WASHINGTON

BEST PRACTICE/POLICY: 

Methods of Reducing Work Zone Congestion “Tool Box”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The “Tool Box” is a summary of the practices we identified for safely reducing travel

delays caused by construction work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The WSDOT’s Work Zone Safety Task Force had devoted substantial resources to

developing protection for highway workers and to improving the safety of traveling

public. Nighttime work was losing favor for safety and pavement quality reasons. The

“Tool Box” was intended to improve traffic flow and safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The “Tool Box” contains new information on how to inform the public. These practices

allow WSDOT to develop innovative solutions to urban traffic in construction zones. For

example, WSDOT successfully closed sections of the Interstate during two weekends

to complete a full width overlay. Adequately informed public avoided the route.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE :

The “Tool Box” contains suggestions for many locations.

CONTACT(S):

Chuck Chappell, Design Engineer, FHWA, Washington Division Office

Telephone: (360) 753-9555

E-Mail: charles.chappell@fhwa.dot.gov

Jim Shanafelt, Assistant Traffic Engineer, WSDOT

Telephone: (360) 705-7282

E-Mail: SHANAFJ@wsdot.wa.gov
Work Zone Best Practices Guidebook 

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Work Zone Best Practices Guidebook 

Page 151

Best Practices Area 6. Contracting and Bidding Procedures

To achieve state-of-the-art contracting and bidding, transportation agencies would need

to:

• Utilize time-based bidding and flexible Notice to Proceed dates on all projects

which adversely affect the existing level of service.

• Incorporate the quality and timeliness of a contractor’s past performance into

pre-qualification procedures.

• Update and enhance existing computer software for calculating road-user costs

to make it user-friendly and ensure that outputs are realistic and legally

defensible.

The following “best practice” relate to work zone contracting and bidding procedures:

Subcategory Ref. # Contracting and Bidding Best Practices

Contracting

Practices

119 Alternative Contracting Practices 

137 Frequent use of innovative contracting procedures 

Contractor

Qualifications

125 Contractor Rating System 

129

Pre-qualification to restrict the bidding capacity of contractors who were behind

schedule on current DOT contracts or who consistently demonstrated their

inability to complete DOT contracts on schedule.

Flexible timing

120 Flexible Start Times 

121 Summertime Bridge Reconstruction Program 

132 Flexible start time provisions in contract 

136 Narrow window for on-site construction 

Incentives/

Disincentives

122 A+B, I/D and Lane Rental in reducing contract time 

123 A+B, and Incentive/Disincentive clauses 

124 Time Based Bidding (A+B, I/D, and Lane Rental) 

126 A+B with I/D for reducing contract time 

127 A+B contracts 

128 A+B Bidding Clauses in North Carolina DOT contracts 

133 A+B Bidding (Time-Based Bidding) 

135 Contract award of the I-5 Interstate bridge lift span repair project based on

performance and cost 

Lane Rental 130 Construction lane-mile rentals 

131 Lane rental 

134 Lane Rental specification 

	

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Work Zone Best Practices Guidebook 

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119. FLORIDA

BEST PRACTICE/POLICY:

Alternative Contracting Practices

DESCRIPTION OF THE BEST PRACTICE/POLICY:

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.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To accelerate contract completion and to control cost overruns on construction projects.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Early project completion results in reduced disruption and inconvenience to motorists

and abutting businesses and homeowners.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Alternative contracting practices are used on many different types of projects. FDOT

specifically evaluates which method may be most suitable for a particular project. More

than one alternative contracting technique may be used on the same project (e.g., Lane

Rental/No Excuse Bonus). Incentive/Disincentive is used on all critical projects on the

Turnpike.

CONTACT(S):

Patrick Bauer, Program Operations Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3035

E-Mail: patrick.bauer@fhwa.dot.gov

Gregg Xanders, Construction Engineer, Florida DOT 

Telephone: (850) 414-5203
Work Zone Best Practices Guidebook 

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120. FLORIDA

BEST PRACTICE/POLICY:

Flexible Start Times

DESCRIPTION OF BEST PRACTICE/POLICY:

In 1987, after endorsement by the Florida Legislature, the Florida Department of

Transportation (FDOT) began using flexible start times on construction projects.

Normally, after award of a project, the “Notice to Proceed” is issued and the contractor

is to begin work within 15 days. However, with flexible starting provisions, the contractor

is allowed to extend this period of time (usually up to 100 days) to start construction.

REASON(S) FOR ADOPTING BEST PRACTICE/POLICY:

Flexible start times are used for two primary reasons: 1) reducing the time period the

public is exposed to construction conditions, and 2) increasing the frequency of

completing contracts within the authorized contract time.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Flexible start time encourages competition in the bidding process and enables a

contractor to have more flexibility in scheduling use of equipment and manpower. By

having additional flexibility in scheduling resources, the contractor should have less

scheduling problems which may cause delay to completion of a contract. Therefore,

contracts using flexible start time are expected to finish on time.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This provision is being used on State funded projects and projects not on the National

Highway System. In addition, it is primarily used on smaller, less complex projects such

as resurfacing contracts.

CONTACT(S):

Patrick Bauer, Program Operations Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3035

E-Mail: patrick.bauer@fhwa.dot.gov

Gregg Xanders, Construction Engineer, Florida DOT 

Telephone: (850) 414-5203
Work Zone Best Practices Guidebook 

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121. COBB COUNTY, GEORGIA

BEST PRACTICE/POLICY:

Summertime Bridge Reconstruction Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Summertime Bridge Reconstruction Program is a program to let bridge

replacement projects to contract with beginning construction dates coinciding with the

day after the last day of the school year and completion dates coinciding with the day

before the first day of the following school year.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Replace deficient bridges on school bus routes while minimizing inconvenience to

school children being transported over these routes. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A number of bridge replacement projects can be let to contract throughout the year.

Contractors then have time to schedule work to begin construction on the day after

school lets out for the summer break. The construction must be complete before school

begins at the end of the summer break which encourages contractors to schedule work

in the most efficient manner.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of work: Bridge Replacement – Urban & Rural – Low Volume

CONTACT(S):

Edward Parker, Structural Engineer, FHWA Georgia Division Office 

Telephone: (404) 562-3643

E-Mail: Edward.T.Parker@fhwa.dot.gov

James Croy, Director, Cobb County Department of Transportation

Telephone: (770) 528-1608
Work Zone Best Practices Guidebook 

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122. INDIANA 

BEST PRACTICE/POLICY: 

A+B, I/D and Lane Rental in Reducing Contract Time

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The A+B bidding is cost plus time bidding; A is the traditional bid for contract items, and

the work to be done under the contract; B is time with an associated cost and is used

in low-bid determination. The B is the time, which is bid of the number of days/periods

required to complete the contract of identified parts of the contract phases as estimated

by the bidder. The value of the day/period is established by the owner and is based on

user costs. Therefore, B equals number of days/periods (estimated by Bidder) times

monetary value of day/period (determined by the Agency). The low bid is determined by

the sum of A+B values. All A+B contracts have an incentive/disincentive provision in

them. The disincentive provisions is incorporated into the contact to discourage the

contractor from overrunning the time bid for work. The incentive provision is included to

reward the contractor if work is completed earlier than the time bid. The contractor has

set their own destiny with his or her time bid. This becomes the completion date/time,

restriction time. Indiana has used A+B bidding since 1996.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The A+B bidding provides time savings which reduces travel impacts to the public due

to reduced construction time.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

With construction time reduced, the user cost to the traveling public. Almost all A+B

contracts in Indiana have finished 30 days ahead of time bid.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All type of facility – All types of work

CONTACT(S):

Timothy Bertram, Chief, Operations Support Division, INDOT

Telephone: (317) 232-5502

E-Mail: bertram@indot.state.in.us
Work Zone Best Practices Guidebook 

Page 156

123. MICHIGAN

BEST PRACTICE/POLICY:

A+B, and Incentive/Disincentive clauses

DESCRIPTION OF THE BEST PRACTICE/POLICY :

 A+B bidding – The contractor is asked to factor in his estimated time,

including the cost of his work. 

 I/D – The contractor is assigned a cost value for time, that rewards or costs

him money during execution of the contract, depending on how efficient his

operation is.

 Disincentive only – In some cases, MDOT will assign a disincentive cost to

lane closures, and assess the contractor in 15-minute intervals. This type of

contract provision is used to assure that certain lanes will be opened by the

contractor to accommodate rush hour or weekend directional traffic patterns.

On this type of clause, there is no incentive money awarded for opening a

lane ahead of the rush hour; this is disincentive only.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MDOT wanted to minimize the time required to complete work thereby reducing the

amount of traffic inconvenience. By utilizing the A+B technique along with an I/D clause,

MDOT has been able to tap contractor ingenuity as to how to get the work done in the

least time possible. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

 A+B bidding – Reduced overall contract time, with resultant reduced

motorist delay.

 I/D and Disincentive only – reduced delay during critical high-traffic

periods.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

These particular techniques have been reserved for those projects in which the

construction has a major impact on traffic. Generally these projects have been on their

major urban freeways.

CONTACT(S):

Tom Fort, FHWA, Michigan Division

Telephone: (517) 377-1880 Ext 42

John Lavoy, MDOT 

Telephone: (517) 373-2301 
Work Zone Best Practices Guidebook 

Page 157

124. MISSISSIPPI 

BEST PRACTICE/POLICY:

Time Based Bidding (A+B, I/D and Lane Rental)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

These are the typical innovative contracting practices implemented under SEP-14. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MDOT has used these practices on a few projects. These practices were used in an

effort to reduce the delays to the traveling public either by restricting lane usage and

charging the contractor to close down a lane (lane rental) or potentially expediting a

project by having the contractor bid contract time (A+B).

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The primary benefit is the reduction of delays to the traveling public. MDOT has seen

the benefits to using some of these methods, but they are used on a limited basis.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Typically these methods are used for projects on high-volume roadways in urban areas

or on Interstate projects. These methods are used mostly for 3R or 4R type work.

CONTACT(S):

Thomas Russell, State Construction Engineer, MDOT

Telephone: (601) 359-7301
Work Zone Best Practices Guidebook 

Page 158

125. MISSOURI

BEST PRACTICE/POLICY:

Contractor Rating System 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A Contractor Performance Rating System involving ratings in four categories of quality,

prosecution and progress of work, contract compliance and safety was implemented by

MoDOT January 1, 1998. The new system replaced MoDOT’s Contractor Performance

Report process which had been in place since June 1991. The new rating system was

developed by a MoDOT Task Force including representatives from the FHWA Division

and the Associated General Contractors. The system provides incentives, based on

a statistical analysis of ratings, including awards to top achievers and penalties for

unacceptable performance such a probation or suspension from bidding on MoDOT

projects.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Major problems of MoDOT’s Contractor Performance Report process implemented in

1991 were identified as the evaluation criteria were too subjective; category criteria

overlapped, performance measures weren’t included to rate financial responsibility;

documentation wasn’t provided to support ratings; rewards were minimal; penalties

were non-existent; and information regarding subcontractor’s effect on the overall

rating was difficult or impossible to determine. The Task Force mentioned above was

responsible for reviewing the problems and concerns with the MoDOT Contractor

Performance Report and to provide recommendations to resolve those issues. The

recommended rating system addresses the problems identified.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The new performance reporting system has been developed to remove subjectivity and

to provide a more objective rating with supporting documentation. An anticipated benefit

is an incentive to contractors to continuously improve their operations and for MoDOT

to reward outstanding performance. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable to all projects awarded to a contractor and administered by

the Missouri Department of Transportation. 

CONTACT(S):

Ken Fryer, MoDOT Construction Division Engineer

Telephone: (573) 751-6602

Bob Thomas, FHWA Mo Division Operations Engineer

Telephone: (573) 636-7104
Work Zone Best Practices Guidebook 

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126. MISSOURI

BEST PRACTICE/POLICY:

A+B with I/D for reducing contract time 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MoDOT defines A+B with I/D clauses as Job Special Provisions designed to accelerate

the completion of a particular phase of a project or for total project completion. The

practice of A+B with I/D special provision includes the establishment of a road user cost

per day which is multiplied by the quantity of time (no. of days) stated by the bidder and

used to calculate the low bidder. MoDOT began using the A+B with I/D clauses in late

1988 and since then has utilized this practice approximately fifty times. The MoDOT’s

objective to reducing the time in which the traveling public is disrupted has been

attained trough the use of this practice and MoDOT is committed to continually striving

to improve on the practice and various aspects of the practice.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MoDOT’s experience has shown that reduction of construction time and reduction

of time the traveling public is disrupted has been attained when using the practice,

specifically I/D with A+B Bidding. The Engineer’s estimate of days or hours of closure

time is critical in this practice to provide for comparison of the bids. Also, it has been

noted by staff that the practice may add to the cost of a project, and the decision to use

the I/D clause should be project specific, with consideration of road user costs and input

from management.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The data shows I/D clauses do achieve the goal of shortening construction time on the

phase or activity selected and reduction of time that the traveling public is disrupted.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, 2-lane/2-way highway, bridge

Location: Urban or complex Rural, impact to public safety or schools 

Volume/Speed: High-Volume/High-Speed, High-Volume/Low-Speed

Type of Work: Resurfacing, Reconstruction, Restoration/Rehabilitation

*Note: Also considered for projects with intense public interest, or when a project or

phase of project is critical to scheduling of future projects or work.

CONTACT(S):

Connie Baldwin, Asst. Construction Division Engineer

Telephone: (573) 751-6602 

Diane Heckemeyer, Senior Estimating and Reviewing Eng. 

Telephone: (573) 751-4056
Work Zone Best Practices Guidebook 

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127. NEW YORK 

BEST PRACTICE/POLICY:

A+B Contracts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A+B Contracts specify a bid for the work (A) and a bid for the time that a highway

facility will be occupied by the contractor (B). The State began use of this specification

on selected projects in 1994.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The State began using this innovative contracting method to reduce the duration of

construction delays in urbanized areas.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

To date they have used this method on 65+ projects. These projects have saved an

estimated 8,500 contract days based on the difference between the estimated contract

time and the contract time bid. The State estimates that these projects have resulted in

a $100 million reduction in user delay costs.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The A+B projects are employed on all types of projects with high volumes (urbanized

freeways) and on other projects where substantial user delay ( i.e., bridge replacement

where difficult detours are necessary) will occur.

CONTACT(S):

Richard W. Lee, Highway Engineer, NYSDOT

Telephone: (518) 457-4449

E-Mail: RLEE@gw.dot.state.ny.us

Emmett McVitt, Traffic Safety Engineer, FHWA, New York Division

Telephone: (518) -431-4125, ext. 231

Jim Growney, Traffic Safety Engineer, FHWA, New York Division

Telephone: (518) 431-4125, ext. 254
Work Zone Best Practices Guidebook 

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128. NORTH CAROLINA

BEST PRACTICE/POLICY:

A+B Bidding Clauses in North Carolina DOT Contracts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The A+B Clause in NCDOT contracts allows contractors to set contract time. Specific

criteria are applied to any project under evaluation for this technique to ensure that the

benefits from reduced contract time are equal or greater to the potential increased cost.

North Carolina has used this technique 20 times since 1989. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This method was used to assist in accelerating contract time for critical projects. Critical

projects are defined as having a high user cost during construction activities.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The use of A+B bidding has thus far resulted in substantial contract time reductions on

the majority of projects where it has been utilized.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This method is typically used on high-volume urban rehabilitation projects.

CONTACT(S):

Steve DeWitt, P.E., State Construction Engineer, NCDOT

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353
Work Zone Best Practices Guidebook 

Page 162

129. OHIO

BEST PRACTICE/POLICY:

Pre-qualification to restrict the bidding capacity of contractors who were behind

schedule on current DOT contracts or who consistently demonstrated their inability to

complete DOT contracts on schedule.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The ODOT prequalifies contractors two different ways: 1) By type of work to be

accomplished in the contract, (Can the contractor build this type of bridge, etc?), and

2) the Contractor’s ability to manage a certain dollar value of projects, (Can the

Contractor manage 4 projects worth $250 million?).

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Contractors were being awarded projects that they could not finish because they

were not professionally qualified or able to manage projects of that size. This leads to

continued disruptions of traffic because a new contractor must be hired or the work is

inferior and will not last as long.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

When a contractor is awarded a project, there is no question as to his ability to

complete the project. The responsibility issue of the contractor is eliminated. Projects

are not delayed due to the inability of a contractor to complete a project.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work – All locations

CONTACT(S):

Mark Kelsey, Administrator, Office of Contracts, ODOT

Telephone: (614) 466-3778
Work Zone Best Practices Guidebook 

Page 163

130. OKLAHOMA

BEST PRACTICE/POLICY:

Construction Lane-mile Rentals

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was started to reduce user delay by encouraging the contractor to work

during non-peak hours and minimize the length of the work zone lane closures. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This method provides a fair and equitable means to allow the construction contractors

to choose their own methods of construction and coordination. Because the rentals

charges are based on conservative, real numbers—changes in highway capacity,

minimum wages, average gasoline prices in the area, etc.—the charges reflect the

actual, measurable costs experienced by the motoring public and make the contractor

aware of and responsible for the costs.

By encouraging the contractor to limit the length of the work zone lane closures, the

public’s respect for the work zone is increased because they will no longer see multiple

miles of work zone lane closure with no construction activity.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Currently this technique is only used on the Oklahoma Turnpikes, but can be effective

on any roadway type for rehabilitation and reconstruction projects.

CONTACT(S):

Mr. Jack Stewart, Oklahoma Department of Transportation

Office/Specifications Engineer

Telephone: (405) 521-2625

E-Mail: jack.stewart/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

Page 164

131. OKLAHOMA

BEST PRACTICE/POLICY:

Lane Rental

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was started to minimize motorist delay by encouraging the contractor

to work during non-peak hours. It provides a fair and equitable means to allow the

construction contractor to choose its own methods of construction. The lane rental

costs for peak volume hours are relatively high (up to $60,000 per hour per lane), are

reduced for non-peak daylight hours, and are generally free for night time construction

operations.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced motorist delay and accelerated construction times on the work requiring a lane

closure. Because the rentals charges are based on conservative, real numbers—

changes in highway capacity, minimum wages, average gasoline prices in the area,

etc.—the charges reflect the actual, measurable costs experienced by the motoring

public and make the contractor aware of and responsible for the costs. Since this

practice was recently begun (spring 1998), the Oklahoma Department of Transportation

has not seen the full effects of this practice yet.

One of the problems associated with bidding a project with lane rentals is that it is

generally perceived to be a large risk to the smaller contractors and therefore may limit

competition.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This technique is used mainly on the high-volume/high-speed interstates and highways

for rehabilitation and reconstruction projects.

CONTACT(S):

Mr. Jack Stewart, Oklahoma Department of Transportation Office

Specifications Engineer

Telephone: (405) 521-2625

E-Mail: jack.stewart/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

Page 165

132. OHIO

BEST PRACTICE/POLICY: 

Flexible start time provisions in contract: Pre-qualification to restrict the bidding capacity

of contractors who were behind schedule on current DOT contracts or who consistently

demonstrated their inability to complete DOT contracts on schedule.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The ODOT prequalifies contractors two different ways: 1) By type of work to be

accomplished in the contract, (Can the contractor build this type of bridge, etc?), and

2) the Contractor’s ability to manage a certain dollar value of projects, (Can the

Contractor manage 4 projects worth $250 million?).

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Contractors were being awarded projects that they could not finish because they

were not professionally qualified or able to manage projects of that size. This leads to

continued disruptions of traffic because a new contractor must be hired or the work is

inferior and will not last as long.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

When a contractor is awarded a project, there is no question as to his ability to

complete the project. The responsibility issue of the contractor is eliminated. Projects

are not delayed due to the inability of a contractor to complete a project.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work – All locations

CONTACT(S):

Mark Kelsey, Administrator, Office of Contracts, ODOT

Telephone: (614) 466-3778
Work Zone Best Practices Guidebook 

Page 166

133. OKLAHOMA

BEST PRACTICE/POLICY:

A+B Bidding (Time Based Bidding)

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A+B bidding was begun to encourage innovation from the construction contractors to

reduce construction time, thus reducing user delays.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The contract time bid is generally less than the maximum allowable contract time set by

the DOT in the bid documents.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The high-volume/high-speed interstates and highways for rehabilitation and

reconstruction projects.

CONTACT(S):

Mr. Jack Stewart, Oklahoma Department of Transportation Office

Specifications Engineer

Telephone: (405) 521-2625

E-Mail: jack.stewart/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

Page 167

134. OREGON 

BEST PRACTICE/POLICY:

Lane Rental Specification

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The ODOT has used an aggressive lane rental specification on several Portland area

reconstruction projects beginning in 1993. Lanes are rented in 15-minute increments.

Charges, based on road user costs, can be as high as $50,000 per lane per hour or

free during nighttime hours.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Use of the lane rental specification was adopted to minimize lane closures and make

contractor responsible for road user costs. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Lane closures are minimized. (Due to high costs, there are few rentals except during

free periods.)

Lane closures are determined by the contractor alone and disagreements with the

ODOT construction staff are eliminated.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Lane rental has been used only on urban freeways, but the concept is applicable to all

highways, especially multi-lane facilities. 

CONTACT(S):

John Gernhauser, Field Operations Engineer, FHWA Oregon Division

Telephone: (503) 587-4708

E-Mail: john.gernhauser@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 168

135. OREGON 

BEST PRACTICE/POLICY: 

Contract Award of the I-5 Interstate Bridge Lift Span Repair Project Based on

Performance and Cost

DESCRIPTION OF THE BEST PRACTICE/POLICY:

To ensure that repairs were made by the most qualified contractor with the most

attractive price proposal, the Oregon DOT decided to base the contract award upon

performance and cost. This was the first time the ODOT awarded a construction

contract on any basis other than the low bid for the work.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Because of the specialized nature of the work, short time period for the bridge closure

(21 days), and the high level of public and news media attention, it was decided

that contract award should be made based on consideration of price and contractor

qualifications in order to ensure that the contract would be awarded to the bidder with

a both a satisfactory price proposal and the necessary expertise to perform the work.

Bidders submitted both a technical and a price proposal which were scored and the

highest combined score was the basis for award. Price proposals were scored

according to the following criteria:

 The average of price proposals received will equal 50 points,

 Each proposal less than the average price will receive an additional 1 point

for $10,000 it is less than the average, to a maximum of 50 points,

 Each proposal above the average price will have 1 point subtracted for each

$10,000 it is greater than the average, to a maximum of 50 points, and

 The maximum score will be for one (or more) proposal(s) $500,000, or more,

below the average of all proposals, which would be 100 points. The minimum

score would be for one (or more) proposal(s) $500,000, or more, above the

average of all proposals, which would be 0 points.

Technical proposals were evaluated by a panel of experts for ODOT Bridge Section, the

design consultant, ODOT Program Services, and the AGC. A maximum of 100 points

was the maximum score for technical proposals. Criteria considered in scoring the

technical proposals included:

 Waterfront/Moveable Bridge construction experience could score up to 30

points,

 Fabrication of complex machinery experience could score up to 25 points,

 Crane maintenance, inspection, and operation could score up to 25 points,

and 

 Construction management team experience could score up to 20 points. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The contract was awarded to the most qualified contractor who coincidentally submitted

the lowest bid.
Work Zone Best Practices Guidebook 

Page 169

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: 

This practice is most applicable on complex projects which require specialized

equipment, materials, fabrication, or expertise. Because of state law ODOT needed to

get an administrative exemption in the event award was not made to the lowest bidder.

Use of the performance and cost based award concept was also approved by FHWA

under SEP-14 as an alternate bidding method. 

CONTACT(S):

Jeff Graham, Operations Engineer, FHWA Oregon Division 

Telephone: (503) 587-4727 

E-Mail: Jeffrey.D.Graham@fhwa.dot.gov

Bill Creger, Project Manager, ODOT

Telephone: (503) 731-3257
Work Zone Best Practices Guidebook 

Page 170

136. OREGON

BEST PRACTICE/POLICY:

Narrow Window for On-Site Construction

DESCRIPTION OF THE BEST PRACTICE/POLICY:

On selected projects, ODOT specifies a restricted time frame for on-site construction

within the allowable contract time. For example, on-site work on an overlay project

might be limited to 30 consecutive calendar days although the contractor may have

100 calendar days to complete the entire project.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This was adopted to minimize the length of time traffic is disrupted and to present a

more positive image to the public.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Projects are completed in a more timely manner with minimal disruption.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This policy is most applicable to overlay projects on 2-lane rural highways, but can be

applied to other work.

CONTACT(S):

John Gernhauser, Field Operations Engineer, FHWA Oregon Division

Telephone: (503) 587-4708

E-Mail: john.gernhauser@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 171

137. UTAH

BEST PRACTICE/POLICY: 

Frequent Use of Innovative Contracting Procedures

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The UDOT, with FHWA approval and encouragement, has utilized several different

aspects of innovative contracting procedures on highway projects. From I/D clauses to

A+B contracting, and design-build projects. The UDOT has been utilizing these

innovative contracting practices for several years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The main reason for adopting these practices was to minimize traffic disruptions to the

traveling public. Each of these practices serves to reduce the time needed to complete

a project.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefits are exactly what was intended by using these practices; reduced

traffic disruptions to the traveling public, and quicker completion of projects.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects.

CONTACT(S):

Jeff Kolb, Field Operations Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 232

E-Mail: fh08utpo.jkolb@state.ut.us
Work Zone Best Practices Guidebook 

Page 172

This page intentionally blank.
Work Zone Best Practices Guidebook 

Page 173

Best Practices Area 7. Specifications and Construction Materials,

Methods, and Practices

To achieve state-of-the-art construction materials, methods, and practices

transportation agencies would need to:

• Revise prescriptive-type specifications to performance-based specifications.

• Adopt specifications that reward contractors for innovation, quality, and

exceeding expectations.

• Develop and utilize performance-based specifications for traffic control.

• Routinely include warranty specifications with bonuses for exceeding the

expected life of the end product.

• Require positive barriers to physically separate the workers from the traffic.

• Adopt specifications that require adequate lighting for all nighttime operations,

lane shifts, lane drops, and temporary gores.

• Insist on quality work and timely completion of the work.

• Develop short-term testing and modeling for newly constructed highway

components to reasonably predict long-term performance and remaining life.

• Develop design specifications, guidelines, and testing methods for composite

materials.

• Standardize design details to encourage a greater use of precast materials.

• Provide real time work zone traffic information to road users and workers in

sufficient time to make informed decisions.

The following “best practice” relate to specifications and construction materials,

methods, and practices:

	

	



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Work Zone Best Practices Guidebook 

Page 174

Subcategory Ref. # Specifications and Construction Materials, Methods, and Practices

Construction

Methods

142 Portable concrete barrier (K-rail) connection 

143 “Train” method of construction 

144 “Rolling Roadblock” – method for total road closure 

153 Extended warranty specification for bridge painting contracts 

157 Restricting the length of active work zones 

158 14-foot lane width pavements for all rehabilitation/reconstruction projects 

160 Diamond grinding finish profile on PCC pavements (“White Velvet Pavement”) 

163 Nighttime construction operations 

176 10 Year Warranty (maintenance provision) for I-15 

Incident

Management

140 Incident management in work zones 

148 Emergency Traffic Patrol motorist assistance and incident management program 

151 Project monitoring with incident response 

159 Incident management Special Provision in Construction Contracts 

164 Incident management inter-agency teams 

170 Incident Management in the Westside Corridor work zones 

174

An incident management plan is required on long-term construction projects –

Freeway projects normally require a preconstruction meeting with emergency

responders

175 Contractor-furnished Service Patrols on the I-15 project 

177 Work zone incident management provisions in construction contracts 

Oversight/

Control

152 Employ a part-time retired bridge contractor to assist designers and to perform

constructability reviews 

155 City of Boston Traffic Engineers included on CA/T Traffic Engineering staff 

161 A “Safety Program” specification has been recently developed by the NJDOT and

accepted by the construction industry

169 Certified Worksite Traffic Control Supervisors required in contracts 

171 Monitoring of the contractor’s Critical Path Method (CPM) schedule 

181 Constructability reviews focused on minimizing construction contract time and user

delays 

Traffic

Control

138 Disincentive specification for failure to remove lane closures by the prescribed time

each day 

141 Quick Change sign post 

145 Use of the Orlando Traffic Control Center/Surveillance & Motorist Information System

(SMIS) during construction projects

146 All lane closures are approved by the Authority 

147 Standard specification that requires the contractor to correct deficient traffic control at

the Engineer’s request or be subject to a $500 penalty

149 45 mph posted speed when flashing 

154 Dispute Resolution Process Agreement for changes to traffic control plan between

CA/T and City of Boston 

166 Closure of entrance ramps during construction 

167 Drone radar on changeable message signs approaching work zones to get the

driver’s attention 

168 Rumble strips at the beginning of work zones to get the driver’s attention 

172 Motorist Services 

180 Pocket size Guidelines For Temporary Traffic Control”

Worker

Safety/

Productivity

139 Reflectorized suits for nighttime work 

150 High visibility worker apparel 

156 High visibility reflective clothing required for night work

162 NJDOT Nighttime Lighting Specification for night work 

165 Portable lighting specified in contracts containing critical lane closures and/or

merges 

173 Highly visible reflectorized flagger vest (strong yellow green & orange) 

178 Flagger Certification Program 

179 Work Zone Safety Checklist” Form 

182 Temporary High Mast Lighting 
Work Zone Best Practices Guidebook 

Page 175

138. CALIFORNIA

BEST PRACTICE/POLICY:

Disincentive Specification for Failure to Remove Lane Closures by the Prescribed Time

Each Day

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The contractor provides to the State DOT, prior to establishing a lane closure, a

contingency plan in the event of an equipment breakdown or materials failure which

delay opening the lane or lanes within the time limits specified. A specified dollar

amount is set for each 10 minutes that all lanes are not available for use by public

traffic. This practice has been in operation since the middle of 1995.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Concerns for delays to the traveling public on very sensitive major commute routes.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Eliminate or reduced delay while taking a lane(s). Also, the requirement of the

contractor to submit a plan for the work that has contingencies for equipment and

material failures which was not required prior to this specification.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All Urban Freeways

CONTACT(S):

Bob Finny, Caltrans Senior Transportation Engineer

Telephone: (925) 646-1972

E-Mail: Bfinny@trmx3.dot.ca.gov
Work Zone Best Practices Guidebook 

Page 176

139. CALIFORNIA

BEST PRACTICE/POLICY: 

Reflectorized Suits for Nighttime Work

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The California DOT has adopted the use of full body suits for nighttime inspection

purposes. The prototype suits have reflectorized material that outlines the full body and

a strip that goes around the torso. The use of the full body reflectorized suits was

implemented in 1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The California DOT has had an increased awareness of worker exposure and was

looking at ways to improve safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Increase visibility of inspectors during nighttime work which improves safety on the

project.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S):

Joy Pinne, Caltrans Construction

Telephone: (916) 654-5627

E-Mail: Joy_Pinne@dot.ca.gov
Work Zone Best Practices Guidebook 

Page 177

140. CALIFORNIA

BEST PRACTICE/POLICY:

Incident Management in Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Designated towing-service responsible for keeping work zone free of disabled vehicles.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Observing the operational breakdown resulting from disabled vehicles and other

incidents.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The quick response time associated with an on-site tow-service is crucial and results in

an exponential decrease in queue lengths and motorist delays.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE

Reconstruction, Restoration/Rehabilitation on Urban Freeways

CONTACT(S):

Joy Pinne, Caltrans Construction

Telephone: (916) 654-5627

E-Mail: Joy_Pinne@dot.ca.gov
Work Zone Best Practices Guidebook 

Page 178

141. CALIFORNIA 

BEST PRACTICE/POLICY:

Quick Change Sign Post

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A precast concrete base with metal sleeve is placed in augured hole, leveled, backfilled,

and compacted. The sign post is placed into the metal sleeve and held in place by

two rubber wedges. When sign is hit, rubber wedges are popped out, new sign post

replaces broken post and rubber wedges are replaced. This practice is currently

experimental.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The California DOT has had an increased awareness of worker exposure and was

looking at ways to improve safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced worker exposure in high hit locations. What might have taken hours to replace

now takes minutes and requires less equipment and workers.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S):

Robert Meline, Caltran Office Research

Telephone: (916) 227-7031

Ken Kochavar, Safety/ITS Engineer

Telephone: (916) 498-5853

Installing the quick change post in ground receptacle 

[see next page for more illustrations of quick change post]
Work Zone Best Practices Guidebook 

Page 179

Removing broken signpost from quick install location
Work Zone Best Practices Guidebook 

Page 180

142. CALIFORNIA

BEST PRACTICE/POLICY: 

Portable Concrete Barrier (K-rail) Connection

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Connection from existing concrete barrier or MBGR to K-rail.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Typically, a protected work zone includes K-rail butted up against existing concrete

barrier or MBGR and flared out to the required width of the work zone. The transition

from existing barrier to the K-rail is not a smooth one; rather, it leaves the “blunt-end” of

the first K-rail section exposed. The traditional solution is to shield the blunt-end with a

sand-barrel array. The standard sand-barrel array used on high-speed facilities includes

two rows, leaving very little horizontal clearance.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The K-rail connection eliminates the need to shield the blunt-end of a sand-barrel array.

The result is greater horizontal clear distance between traffic and the highway safety

feature, as well as improved sight distance. Also, the maintenance/replacement of

damaged sand barrels no longer exists reducing worker exposure and saving time and

money.

LOCATION AND TYPE(S) OF PROJECTS

WHERE THIS PRACTICE/POLICY IS MOST

APPLICABLE/EFFECTIVE:

Reconstruction, Restoration/Rehabilitation of

Rural Freeways

CONTACT(S):

Joy Pinne, Caltrans Construction

Telephone: (916) 654-5627

E-Mail: Joy_Pinne@dot.ca.gov

Illustrations of K-rail application in California
Work Zone Best Practices Guidebook 

Page 181

143. FLORIDA

BEST PRACTICE/POLICY:

“Train” Method of Construction

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The train special provision has been in use the past several years, and it is essentially

a method of phase construction. It specifies to the contractor the sequence of

construction operations while restricting the limits of construction for the operation. In

other words, the contractor must complete a certain item of work within a section of the

project limits before being allowed to start work on the next section.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

With attention to business impacts becoming an increasingly sensitive and political

issue, the train method of construction provides for an orderly and expedient sequence

of construction to minimize inconvenience to adjacent business establishments.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The proper phasing of construction lessens the business owner’s impacts since it

prevents the whole length of the project from being under heavy construction during

the entire contract time. By doing this, it minimizes the property access impacts to the

business.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

It usually involves larger or more complex urban projects with lengthy contract times

where businesses will be impacted by construction.

CONTACT(S):

Patrick Bauer, Program Operations Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3035

E-Mail: patrick.bauer@fhwa.dot.gov

Gregg Xanders, Construction Engineer, Florida DOT 

Telephone: (850) 414-5203
Work Zone Best Practices Guidebook 

Page 182

144. FLORIDA 

BEST PRACTICE/POLICY:

“Rolling Roadblock” Method for Total Road Closure

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This method is used when roadway construction activities (e.g., placing bridge beams,

overhead sign structures, etc.) are taking place in or above all lanes of the roadway,

thus requiring traffic to be temporarily slowed rather than completely stopped. Traffic is

paced at a safe speed (desirably not less than 20 mph on the Interstate) to provide

a gap in traffic and allow the work activities to be performed. The pacing of traffic is

controlled by pilot vehicles (i.e., law enforcement vehicles with blue lights flashing)

driven by uniformed law enforcement personnel. Any on-ramps between the beginning

point of the pacing area and the work area are blocked until the pilot vehicle has

passed. Two-way radios provide constant communication to pilot vehicles, contractor’s

workers, flaggers stationed at on-ramps, and the project engineer. Advance signing

warning motorists of the traffic pacing area is also provided. Florida has successfully

used this technique on several projects in the past 2 or 3 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To increase safety and reduce the number of crashes caused by roadway construction

activities by allowing traffic to continue moving at a reduced speed rather than coming

to a complete stop. This method is much less expensive and more convenient than

building detours.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Increased safety by reducing the risk of crashes due to stationary vehicles on the

roadway and reduced project costs.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

High-volume/high-speed urban and rural freeways and other multi-lane access

controlled facilities – Type of work: Overhead work (e.g., bridges and overhead signs,

etc.) requiring total roadway closure

CONTACT(S):

Norbert Munoz, Safety Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3024

E-Mail: Norbert Munoz@fhwa.dot.gov

Cheryl Adams, Design Engineer, Florida DOT 

Telephone: (850) 414-4327

E-Mail: Cheryl.Adams@dot.state.fl.us
Work Zone Best Practices Guidebook 

Page 183

145. FLORIDA

BEST PRACTICE/POLICY: 

Use of the Orlando Traffic Control Center/Surveillance and Motorist Information System

(SMIS) During Construction Projects

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Florida Department of Transportation’s (FDOT) SMIS system stretches over 39

miles and includes 50 surveillance cameras, 16 dynamic message signs, and 76 loop

detector stations tied together using fiber optic cable. The system is monitored/

managed by FDOT and the Florida Highway Patrol using a PC-based Graphical User

Interface software developed for FDOT. When FDOT built their SMIS system to

manage reoccurring I-4 congestion in Orlando, they did not originally have construction

work zones in mind. However, on several recent construction projects the SMIS has

been actively used to manage I-4 traffic by notifying motorists of upcoming work,

including lane/ramp closures and expected congestion.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide current traffic information to the traveling public (which includes a large

number of tourists) regarding activities (construction work zones, accidents, etc.) that

have a major influence on traffic.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The primary benefit is to provide early warning and wide area coverage of construction

work zone activities and incidents by using dynamic message signs to grab the

attention of the motorist. This may provide congestion benefits since early warning will

allow motorists to choose alternate routes or vary time of travel to avoid the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Typically used on highly congested, limited access facilities, especially urban corridors

with heavy construction activity. 

CONTACT(S):

Grant Zammit, ITS Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3026

E-Mail: grant.s.zammit@fhwa.dot.gov

Trey Tillander, Systems Manager, Florida DOT 

Telephone: (904) 943-5307
Work Zone Best Practices Guidebook 

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146. ILLINOIS STATE TOLL HIGHWAY AUTHORITY

BEST PRACTICE/POLICY: 

All Lane Closures are Approved by the Authority

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Tollway Authority keeps close track of all lane closures on the tollways. Within the

Tollway Authority, one person maintains a list of all lane closures and coordinates these

lane closures with the State police, public relations, construction and project

development.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was developed to better coordinate work zones for safer travel, better

communication with the public and the police, and to have a record for incidents within

work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

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 for incidents in

work zones. The Authority has a better handle on where lanes are being closed and is

able to coordinate projects so as to provide the minimum impact to motorists.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is involved any time a work zone contains a lane closure.

CONTACT(S):

John Wagner, ISTHA, Manager of Construction 

Telephone: (630) 241-6800, ext. 3934

Daniel Mathis, Assistant Division Administrator, FHWA, Illinois Division

Telephone: (217) 492-4641

E-mail: daniel.mathis@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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147. ILLINOIS STATE TOLL HIGHWAY AUTHORITY

BEST PRACTICE/POLICY: 

Standard Specification that Requires the Contractor to Correct Deficient Traffic Control

at the Engineer’s Request or be Subject to a $500 Penalty

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The contractor will be subject to a penalty of $500 per incident per day for each

occurrence when the Engineer determines that the contractor is not in full compliance

with the Maintenance of Traffic Specifications. The contractor is required to respond

within an half-hour to any request from the Engineer for re-aligning, replacing or moving

traffic control devices, or moveable concrete barrier, or otherwise re-establishing

compliance with the Maintenance of Traffic Specifications.

REASONS FOR ADOPTING THE BEST PRACTICE/POLICY:

The tollways are located in urban areas and it is imperative to have proper traffic control

to maintain traffic flow and safety to the public. This specification puts a time frame on

which the contractor must respond to the Engineer’s request and the penalty gives the

Engineer an instrument to further enforce the specification. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The traffic control is better maintained even without the Engineer requesting the

Contractor to correct any deficiencies. Ultimately, this specification helps provide a

safer work zone for the public with both the Engineer and the contractor attentive to

traffic control deficiencies. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is a standard specification and is incorporated into every tollway project.

CONTACT(S):

John Wagner, ISTHA, Construction Engineer

Telephone: (630) 241-6800, ext. 3934

Daniel Mathis, Assistant Division Administrator, FHWA, Illinois Division

Telephone: (217) 492-4641

E-mail: daniel.mathis@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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148. ILLINOIS

BEST PRACTICE/POLICY: 

Emergency Traffic Patrol Motorist Assistance and Incident Management Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

District One (Chicago) of the Illinois Department of Transportation (IDOT) has a world

renowned incident management program. Incidents are identified through various

sources, including emergency traffic patrols, maintenance patrols, State Police patrols,

monitoring of citizen band radios, “Good Samaritan” cellular telephone calls (*999), and

reports of traffic flow irregularities from the Traffic Systems Center. The emergency

traffic patrol fleet includes vehicles that are equipped to correct minor breakdowns,

push or tow vehicles, and upright and move tractor trailers, if necessary. The

Minutemen will either get stranded vehicles moving (e.g., jump-start, provide fuel, etc.)

or they will move the vehicle off of the roadway. Vehicles requiring towing are towed

off of the roadway to a transfer location where they are picked up by a private towing

company. The IDOT has also established various crash investigation sites that are used

to get vehicles off of the roadway and shoulders during investigations and report

preparation. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Traffic incidents, even those located off of the travel lanes, can have a significant

negative impact on traffic flow. Rapid response to such incidents is paramount to

minimizing their impact on traffic flow. During rush hour periods, incident response

delays of minutes can impact congestion for hours. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The IDOT incident management program helps to minimize the negative effects on

traffic flow that result from vehicle breakdowns and traffic crashes. Quick response and

removal of incapacitated vehicles assists in traffic flow recovery from incident related

congestion. In addition, motorist assistance provides an added measure safety and

security to the traveling public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

While most applicable to high-volume routes, the incident management concept has

application to any route. On a project basis, incident management is most applicable to

projects with significant traffic restrictions and lengthy maintenance of traffic stages

without shoulders.

CONTACT(S):

John Mitchell, IDOT District One

Telephone: (773) 624-0470

Wendall Meyer, Urban Mobility Engineer, FHWA, Illinois Division

Telephone: (217) 492-4634
Work Zone Best Practices Guidebook 

Page 187

Roadside emergency response vehicles available to IDOT response teams

IDOT Response Team working with the contractor to clear the roadway
Work Zone Best Practices Guidebook 

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149. INDIANA

BEST PRACTICE/POLICY:

45 MPH Posted Speed When Flashing

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Used since 1989–1990. Allows for higher speed driving when actual construction is not

in progress. Reduced speed limit (45 mph when flashing) is only activated when in the

vicinity of actual construction activity. Other areas within the contract limits are

permitted to travel at a greater speed.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Initially developed for lengthy interstate construction (4R, maintenance, projects).

Previously the only (practical) way to obtain a reduced speed through the construction

zone was to post the entire length. However, we received several complaints about

reduced speed for a 10-mile section of road, when actual visible construction was only

occurring in a cone or 2-mile section. Motorists tended to disregard the speed restriction

when they did not see workers present.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Vehicular traffic does slow down in a work areas where construction workers and

activities are present, which provides for increased worker and motorist safety. In areas

where activities are not taking place, motorists can travel at a higher rate of speed thus

improving efficiency and mobility.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All type of facility – All types of work

CONTACT(S):

Frank Vukovits, Traffic Specialist Engineer, Operations Support Division, INDOT

Telephone: (317) 232-5073

E-Mail: vucovits@indot.state.in.us
Work Zone Best Practices Guidebook 

Page 189

150. IOWA

BEST PRACTICE/POLICY:

High Visibility Worker Apparel

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Department has begun issuing employees a new style fluorescent yellow-green

and orange safety vest. Pants and caps of the same color and design are also

available.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To improve safety in work zones by making workers more visible in various lighting and

working conditions.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The Minnesota DOT has done a lot of research to develop this style of apparel. We

hope to see other States and jurisdictions begin using this apparel for uniformity.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Any work area.

CONTACT(S):

Barb Mallon, Safety Coordinator, IDOT

Telephone: (515) 239-1594 
Work Zone Best Practices Guidebook 

Page 190

151. IOWA

BEST PRACTICE/POLICY:

Project Monitoring with Incident Response

DESCRIPTION OF THE BEST PRACTICE/POLICY:

On major Interstate reconstruction projects, contract services provide 24-hour per day

continuous monitoring of traffic control devices and incident response. The contractor

traverses the work zone providing assistance to stranded motorists and maintaining

traffic control devices.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To improve traffic safety and traffic flow through major reconstruction projects and to

provide a service to stranded motorists.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Better traffic flow and prompt notification of incidents and problems.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Interstate rural reconstruction projects with TWTLO.

CONTACT(S):

Mark Bortle, Construction Traffic Control Engineer, IDOT

Telephone: (515) 239-1587 
Work Zone Best Practices Guidebook 

Page 191

152. MARYLAND

BEST PRACTICE/POLICY: 

Employ a part-time retired bridge contractor to assist designers and to perform

constructability reviews

DESCRIPTION OF THE BEST PRACTICE/POLICY:

An engineer with 35 years experience in construction, retired from a local contracting

company with extensive bridge building experience in the region, is available on a

part-time basis (approx. 20 hours per week) to review plans; discuss economical design

and detailing; recommend methods of repairs, construction staging and scheduling;

traffic control phasing; estimate costs; provide time schedules; and assist in resolving

field problems. State has used this practice for over ten years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide the SHA Office of Bridge Development the benefit of an individual

experienced in the construction industry, in general, and bridge construction, in

particular. Frequently, designers, especially young engineers, do not have the benefit of

actual construction experience and may not be aware of the implications of their design

decisions on the contractors who have to build them. Prior to the employment of this

retired contractor, SHA design engineers had to rely on their own, sometimes limited,

experience or had to seek advice from active contractors willing to assist. This practice

was not always in the best interest of the State.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits being realized include: the avoidance of design details which are difficult

and expensive to build; development of economical methods to build, rehabilitate or

repair structures; valuable assistance in the more efficient and economical resolution of

field problems; reduction in the number of field problems and construction claims;

having insight into the contractor’s point of view regarding methods and sequences of

construction; and the development of the importance of the concept of design

constructability in the minds of bridge design engineers. An added benefit is the

reduction of inconvenience to the traveling public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice can be used on all structure projects, regardless of size or location.

CONTACT(S):

Bob Harrison, Deputy Chief Engineer of Construction, MDSHA

Telephone: (410) 545-0072

E-mail: rharrison@sha.state.md.us
Work Zone Best Practices Guidebook 

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153. MARYLAND 

BEST PRACTICE/POLICY: 

Extended Warranty Specification for Bridge Painting Contracts advertised by the State

Highway Administration (SHA)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A four span steel beam bridge carrying I-695 over US Route 40 was advertised for

bids. The Contractor provided a 5-year minimum (10-year maximum) warranty to the

Administration for the period starting from the date of acceptance of the construction

phase of the project. The Contractor selected the method of cleaning and the coating

system while meeting all environmental (State, Federal, local) regulations and

maintenance of traffic requirements. A performance criteria was included in the contract

documents. In addition to long-term warranties the SHA has also developed short term

(2-year) warranties to ensure prevention of early failures and associated maintenance

and protection of traffic requirements.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This is an alternative method/practice of advertising bridges for painting. The

Administration wants to look at the cost effectiveness of extended warranties as well

as the methods of cleaning and the coating(s) selected by the Contractor. Another

objective is to minimize early failures.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits of extended warranties would allow a reduction in inspection staff. Also less

in-house expertise would be required to manage bridge painting contracts. In addition,

warranties should ensure durable products, requiring fewer work zones. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All bridges with lead based paint.

CONTACT(S):

Paul Perkins, Assistant Chief, MDSHA

Bridge Inspection and Remedial Engineering Division

Telephone: (410) 545-8370

E-Mail: pperkins@sha.state.md.us
Work Zone Best Practices Guidebook 

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154. MASSACHUSETTS 

BEST PRACTICE/POLICY:

Dispute Resolution Process Agreement for Changes to Traffic Control Plan Between

CA/T and City of Boston. 

DESCRIPTION OF BEST PRACTICE/POLICY:

This agreement is a critical element in establishing a cooperative working relationship

between CA/T project and the City of Boston. In lieu of protracted legal processes, the

State and City signed an agreement to mutually cooperate on construction coordination

and traffic management.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This agreement gave the CA/T project and the City the basis to establish ongoing Task

Forces that meet weekly to review and resolve, design, construction staging, and

maintenance of traffic issues.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The most important, outstanding, or unresolved design and construction issues

between the project and the City get resolved in a timely manner. Secondly, by

cooperating with each other, the combined talent and expertise of the project and City

insures the highest level of traffic maintenance.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, streets, 2-lane/2-way highway, and bridges.

Location: Urban, rural, and recreational.

Volume/Speed: High-volume/high-speed, high-volume/low-speed, low-volume/highspeed, low-volume/low-speed.

Type of Work: resurfacing, reconstruction, restoration/rehabilitation, and utility.

All.

CONTACT(S):

Glen Berkowitz, Traffic Manager

Telephone: (617) 951-61131

E-Mail: Glenberk@aol.com
Work Zone Best Practices Guidebook 

Page 194

155. MASSACHUSETTS 

BEST PRACTICE/POLICY: 

City of Boston Traffic Engineers Included on CA/T Traffic Engineering Staff

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The project is being constructed primarily within the jurisdiction of the City of Boston.

The project encourages active participation by the City.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The project impacts many major streets in downtown Boston. City staff have decades

worth of experience in operating these streets.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The City experience enables the project to develop successful maintenance of traffic

plans which contribute to the credibility of that the project enjoys.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, streets, 2-lane/2- way highway, and bridges.

Location: Urban, rural, and recreational.

Volume/Speed: High-volume/high-speed, high-volume/low-speed, low-volume/highspeed, low-volume/low-speed.

Type of Work: Resurfacing, reconstruction, restoration/rehabilitation, and utility.

All.

CONTACT(S):

Glen Berkowitz, Traffic Manager

Telephone: (617) 951-6131

E-Mail: Glenberk@aol.com
Work Zone Best Practices Guidebook 

Page 195

156. MINNESOTA

BEST PRACTICE/POLICY:

High Visibility Reflective Clothing Required for Night Work

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Mn/DOT requires that full-length-high-visibility reflective clothing (tops and bottoms) be

worn by all workers during night work.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Due to increased traffic congestion during the day, Mn/DOT began doing more night

time construction and maintenance. To increase the safety for workers at night time,

Mn/DOT requires them to wear full length high visibility reflective clothing. This makes

the workers more visible to the motorist.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Requiring full-length-high-visibility clothing increases worker safety. Motorists can see

that the reflecting object is a human and they generally tend to be more cautious and

slow down.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This policy is in effect for all night time construction and maintenance work.

CONTACT(S):

Bill Servatius Mn/DOT Construction Programs Coordinator 

Telephone: (651) 296-2721
Work Zone Best Practices Guidebook 

Page 196

157. MISSISSIPPI

BEST PRACTICE/POLICY:

Restricting the length of active work zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MDOT has developed a policy that restricts the length of active work zones within

a project. This policy limits the length of road closures on a project to one mile on

Interstate and two miles on primary routes. This policy does not allow the contractor to

open up or be working on the entire section of the project with little or no progress being

made. The contractor is allowed to have more than one operation working at one time,

but the distance between operations must meet the active work zone length as stated

above.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MDOT adopted this policy to prohibit lengthy road closures on construction projects.

With restricted lengths of road closures on construction projects, the delay to the

traveling public is reduced. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The primary benefit is travel delays are reduced because the length of road closure is

reduced. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This policy is applicable to all types of facilities and all types of projects. There have

been a few exception granted to extend the length to three miles on a few projects

throughout the State, but those were based on engineering judgement. 

CONTACT(S):

Thomas Russell, State Construction Engineer, MDOT

Telephone: (601) 359-7301
Work Zone Best Practices Guidebook 

Page 197

158. MISSISSIPPI 

BEST PRACTICE/POLICY:

14-foot lane width pavements for all rehabilitation/reconstruction projects

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MDOT has implemented a policy on paving projects to pave 14-foot wide lanes. The

travel lanes will be striped at 12 feet with the remaining two feet of pavement to act as a

paved shoulder. The policy was implemented in early 1997. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MDOT adopted this policy to provide a safer roadway for the traveling public and to

reduce the cost for maintaining the roadways. The additional two feet of pavement

eliminates low shoulder conditions that often result in vehicles (specifically trucks)

running off the roadway and creating wash outs adjacent to the pavement. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits are a safer roadway for the public and a lower maintenance cost for the

roadway shoulders.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This policy has been adopted for all State and NHS facilities and implemented for all

3R+ work. 

CONTACT(S):

John Pickering, Roadway Design Division Engineer, MDOT

Telephone: (601) 359-7257
Work Zone Best Practices Guidebook 

Page 198

159. MISSISSIPPI 

BEST PRACTICE/POLICY:

Incident Management Special Provision in Construction Contracts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A special provision was developed and implemented on the I-55/I-20 Interstate

reconstruction project. The special provision outlined the responsibilities of the

contractor so that the contractor became part of the Incident Management Team

with the responsibility of reducing traffic delay and providing access to the site for

emergency vehicles. (See Comprehensive Management Plan Best Practice for Details)

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The special provision was adopted because the contractor was considered a key part

of a successful Incident Management Team. The I-55/I-20 Team consisted of MDOT,

FHWA, police, fire, emergency, and other public agencies, all involved in the effort to

provide a safe and efficient traffic management plan for this project.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The contractor became a partner and was involved in making decisions with the

Incident Management Team rather than an adversary and was much more willing to be

responsible for improving traffic control and emergency vehicles access on the project.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This special provision was used on the first and second phases of one specific project

(reconstruction of I-55/I-20 Interchange) and will be used again for the third phase.

CONTACT(S):

Donna Lum, Public Affairs Director, MDOT

Telephone: (601) 359-7017
Work Zone Best Practices Guidebook 

Page 199

160. MISSOURI

BEST PRACTICE/POLICY:

Diamond Grinding Finish Profile on PCC Pavements 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Diamond Grinding for finishing texture on new PCC Pavement on Route 60 in Butler

County (MoDOT District 10). The diamond grinding is an innovative finishing technique

being tested by MoDOT which is designed to ensure a smother ride and increased

durability of the pavement. The finishing technique utilizes diamond-tipped blades in a

large grinding wheel to smooth and cut grooves into the concrete pavement. The Route

60 new PCC pavement project was approximately 10 miles and the diamond grinding

finish was specified on four of the 10 miles. It is a pilot project and is being evaluated to

determine the effectiveness of diamond grinding of new PCC pavements in lieu of

tining. The results of the diamond grinding were successful in producing a smooth

pavement. The section of route where the diamond grinding process was used was

opened to traffic in August of 1997. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The practice is being piloted in Missouri to evaluate the effectiveness of diamond

grinding of new PCC pavements as a finishing texture technique in lieu of tining. The

process as proposed is designed to ensure a smoother ride and increased durability.

This technique could impact the life-cycle cost of PCC pavements. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

MoDOT is continuously looking at new ways of approaching construction projects and

construction techniques. The benefit of diamond grinding producing a smoother PCC

pavement has been realized on the pilot section. The benefit of increased durability and

affect on life-cycle cost is being evaluated.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, 2-lane/2-way highway – New PCC Pavements

Location: Urban, Rural

Volume/Speed: High-Volume/High-Speed, High-Volume/Low-Speed, LowVolume/High-Speed

Type of Work: New Portland Cement Concrete Pavements 

CONTACT(S):

Bill Yarnell, MoDOT State Design Division Engineer

Telephone: (573) 751-2876

Lindell Huskey, Resident Engineer MoDOT District 10

Telephone: (573) 840-9781

Mike Staggs, FHWA MoDivision Transportation Eng.

Telephone: (573) 636-7104
Work Zone Best Practices Guidebook 

Page 200

Processes used in Missouri’s Diamond Grinding Supersmooth Pavement Project
Work Zone Best Practices Guidebook 

Page 201

161. NEW JERSEY

BEST PRACTICE/POLICY:

A “Safety Program” Specification has been Recently Developed by the NJDOT and

Accepted by the Construction Industry.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This specification requires a contractor to have a written safety program prior to starting

work on a project.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The purpose of the program is to increase the level of safety in work zones. The

“Safety Program” is required to be written by a qualified safety professional and is not a

contract pay item. The contractor is wholly responsible for the program. Elements of the

program include safety responsibilities, emergency plans, training, implementation and

discipline procedures. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

As a new specification, full benefits have not been fully realized. However, expected

benefits include: reduction in injuries and deaths in work zones, reduced insurance

rates for contractors, reduction of project costs, and the enhancement of work zone

safety awareness on a statewide basis.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This specification is applicable to all construction projects throughout the State.

CONTACT(S):

Robin L. Schroeder, Area Engineer, FHWA New Jersey Division Office 

Telephone: (609) 637-4235

E-Mail: Robin.Schroeder@fhwa.dot.gov

Anker Winther, Supervising Engineer, Office of Capital Project Safety, NJDOT

Telephone: (609) 530-5523
Work Zone Best Practices Guidebook 

Page 202

162. NEW JERSEY

BEST PRACTICE/POLICY:

NJDOT Nighttime Lighting Specification for Night Work

DESCRIPTION OF THE BEST PRACTICE/POLICY:

To mitigate the impact of construction activities to the traveling public and to maximize

the duration of construction operations for contractors, the NJDOT has resorted to

letting construction contracts for night work on major roadways. A multi-discipline task

force evaluated the existing specification in an effort to determine the required levels of

illumination to enhance work zone safety and provide quality workmanship for specific

work elements. An initial version of the Night Lighting Specification was first used on an

experimental basis during the 1997 summer construction season. Through this process

a final specification was developed and recently incorporated into the NJDOT Standard

Specifications. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Mitigate the impact of construction activities to the traveling public, enhance work zone

safety, and to maximize duration of contractors operations.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This is a new specification, full benefits have not been fully realized. Expected benefits

include: enhancement of work zone safety for night work, increase quality level of

workmanship, and the possible change in construction equipment options, by

equipment manufactures, to include accessories for easy conversion/adaption for night

lighting equipment.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The night lighting specification is applicable to all projects that specifies or allows night

work.

CONTACT(S):

Robin L. Schroeder, Area Engineer, FHWA New Jersey Division Office 

Telephone: (609) 637-4235

E-Mail: Robin.Schroeder@fhwa.dot.gov

Michael W. Gross, Manager, Bureau of Construction Services, NJDOT

Telephone: (609) 530-5500
Work Zone Best Practices Guidebook 

Page 203

163. NEW YORK

BEST PRACTICE/POLICY:

Nighttime Construction Operations

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Nighttime operations have been part of the project development consideration and

departmental specifications since early 1995. However, the Governor signed legislation

requiring the New York State Department of Transportation (NYSDOT) to evaluate

the feasibility of nighttime construction on many projects in the urbanized areas of

downstate New York. The NYSDOT has taken the legislation one step further and

made the nighttime construction part of the consideration and evaluation process

of project development on all urbanized, high-speed/high-volume arterials. Other

departmental guidance and requirements for nighttime construction are included in the

following Engineering Instructions:

 Requirements For Maintenance and Protection of Traffic During Nighttime

Construction,

 Maintenance and Protection of Traffic During Nighttime Operations –

Revision to Section 619 of the Standard Specifications, and

 Lighting for Nighttime Operations.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

 Safety, and

 Reduce construction related congestion. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

 Safety, and

 Minimizing congestion.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work on high-volume/high-speed facilities 

CONTACT(S): 

Chuck Riedel, NYSDOT 

Telephone: (518) 457-2185

E-Mail: criedel@gw.dot.state.ny.us
Work Zone Best Practices Guidebook 

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164. NORTH CAROLINA 

BEST PRACTICE/POLICY: 

Incident Management Inter-Agency Teams

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Since 1991, representatives from emergency response agencies have met periodically

to improve the response and clearance of incidents on North Carolina highways. During

team meetings, agencies are informed about construction projects by NCDOT resident

engineers, and about special events by city engineers that will have an effect on traffic

flow.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was adopted to improve coordination, communication, and cooperation

when incidents occur on North Carolina highways.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Through pre-planning and preparation for incidents, emergency response agencies are

able to access the scene and care for the injured quickly. The quick response and

clearance of incidents by predetermined alternate route detours helps maintain traffic

flow.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This program applies to high-volume/high-speed freeways, 2-lane/2-way highways, and

bridges in rural and urban settings. Major construction projects that will effect traffic flow

are considered by the incident management teams. 

CONTACT(S):

Kelly Hutchenson, Incident Management Engineer, NCDOT

Telephone: (919) 733-2210

Fax: (919) 733-8441

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353 
Work Zone Best Practices Guidebook 

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165. NORTH CAROLINA

BEST PRACTICE/POLICY:

Portable Lighting Specified in Contracts Containing Critical Lane Closures and/or

Merges

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Portable lighting is provided in the areas of night-work activities by the contractor.

Traffic control devices, workers, and equipment movements are all illuminated during a

construction operation by machine lights. Temporary lighting is also provided in rural

areas with little or no ambient lighting at traffic shift locations. This practice has been

used since 1993.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Lighting specific to critical vehicle movements in the work zone provide extra

illumination beyond that provided by tower lights.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Motorists do not have to spend extra time attempting to interpret movements in a work

zone when additional light is provided in areas where it is needed most.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The projects only involve night work in high-volume/high-speed facilities for major

construction projects.

CONTACT(S):

Stuart Bourne, P.E. Traffic Control Marking and Delineation Engineer, NCDOT

Telephone: (919) 250-4151

Fax: (919) 250-4195

Bradley Hibbs, Traffic Operations & Safety Engineer, FHWA North Carolina Div. Office 

Telephone: (919) 856-4354 x145

Fax: (919) 856-4353
Work Zone Best Practices Guidebook 

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166. CITY OF COLUMBUS, OHIO

BEST PRACTICE/POLICY:

Closure of Entrance Ramps During Construction

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The best practice is the closure of entrance ramps during construction. This practice

has been used for over 5 years when deemed necessary.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The primary reason for closing entrance ramps is to reduce accidents in the

construction work zone. Because of a reduced weaving area and increased congestion,

the ramps are closed.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A reduction in the number of accidents and less congestion in the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All high-volume freeway projects

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

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167. OHIO

BEST PRACTICE/POLICY:

Drone Radar on Changeable Message Signs Approach Work Zones to Get the Driver’s

Attention

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Drone radar has been placed on portable changeable message signs (PCS) used on

freeway construction projects. Since the PCS have power and are generally in advance

of the work zone it serves as an advance warning device. The ODOT, District 12

(Cleveland area) has been using this for approximately 3 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The drone radar is intended to ALERT drivers that something is unusual on or near the

road ahead (road work). It is especially intended for long haul commercial motor vehicle

drivers not familiar with the area.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Drivers entering the work zone are more alert, especially at night.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Dennis O’Neil, Work Zone Traffic Control Engineer, ODOT

Telephone: (216) 581-2100, ext. 373

E-Mail: Doneil@odot.dot.ohio.gov

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

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Rumble strip for work zone speed control

168. OHIO

BEST PRACTICE/POLICY:

Rumble Strips at the Beginning of Work Zones to Get the Driver’s Attention

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Thermoplastic rumble strips are placed transversely across the travel lane(s) heading

into a long-term work zone. They are 4 inches wide, 250 mil thick with the following

spacing: 2 sections – 10 transverse strips, 6 feet apart, then 90 feet away the next

section starts with 10 transverse strips, 41⁄2 feet apart. The ODOT District 12 (Cleveland

area) has been using this practice for 1 year.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Alert motorist of the construction zone to slow the motorists down.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Drivers are more alert going into the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Dennis O’Neil, Work Zone Traffic Control Engineer, ODOT

Telephone: (216) 581-2100, ext. 373

E-Mail: Doneil@odot.dot.ohio.gov

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

Page 209

169. OHIO

BEST PRACTICE/POLICY: 

Certified Worksite Traffic Control Supervisors Required in Contracts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Contractors on large freeway projects must have a certified worksite traffic control

supervisor (WTS) on the job when lanes are closed, etc. The ODOT has been using

various forms of this specification for 3 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Poor quality of work zones. Contractor’s personnel not knowing the basics of the

Manual on Uniform Traffic Control Devices (MUTCD).

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Somewhat better quality work zones. The WTS must document daily and perform

weekend inspections of the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Large freeways projects – All types of work

CONTACT(S):

Dennis O’Neil, Work Zone Traffic Control Engineer, ODOT

Telephone: (216) 581-2100, ext. 373

E-Mail: Doneil@odot.dot.ohio.gov

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

Page 210

170. OREGON

BEST PRACTICE/POLICY:

Incident Management in the Westside Corridor Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A series of highway improvements and the construction of light rail transit (LRT) are

transportation improvements that comprise the Westside Corridor Project. Highway

improvements have been grouped into eight separate contracts to meet the project

schedule and coordinate with LRT construction. A typical incident response program

involved detection and verification of an incident, response and removal of obstructions,

traffic management, and motorist information. Some of these measures include:

 Providing a safe pullout areas for disabled vehicles where shoulder widths

are reduced,

 Providing of a tow truck and operator during peak travel hours,

 A full-time traffic control supervisor whose duties include patrolling the

project at least once every 4 hours to maintain work zone traffic control

devices, and to be on call 24 hours,

 Providing the supervisor a truck equipped with strobe light, push bumper,

and two-way radio. In addition, the truck will also have jacks, jumper cables,

flares, tow cables, water, and gasoline.

 Providing routine service patrols to assist motorists in distress. The ODOT

COMET trucks routinely patrol metropolitan area freeways, including the

work zones of the Westside project.

 Establishing a call-in number for motorists to report incidents. Motorists are

connected to the ODOT Freeway Management Operations Center who could

dispatch service, as well as re-program permanent overhead variable

message boards to alert motorist of incidents and congestion.

 Providing traffic advisories on local radio stations. In Portland, a highway

reporting service distributes information to the news media in the

metropolitan area. This can be an efficient way to advise motorists of an

incident.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Studies have shown that more than half of the congestion on highways in Portland is

the result of non-recurring incidents such as stalls, breakdowns, or

accidents. Incident management techniques are used to reduce congestion and delay

in the work zone. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits include reduced delay and enhanced safety in the work zone because

incidents are responded to, and cleared faster than without the incident management

measures. Incident management fosters good will with the public; people recognize the

ODOT is working to improve the movement of people, goods, and services through

work zones. 
Work Zone Best Practices Guidebook 

Page 211

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Incident management is most effective in urban areas on high-volume and high-speed

freeways operating at or/near capacity where a reduction in capacity would result in

delay and queuing. 

CONTACT(S):

Jeff Graham, Operations Engineer, FHWA Oregon Division 

Telephone: (503) 587-4727 

E-Mail: Jeffrey.D.GRAHAM@fhwa.dot.gov

Bill Creger, Project Manager, ODOT

Telephone: (503) 731-3257
Work Zone Best Practices Guidebook 

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171. OREGON

BEST PRACTICE/POLICY: 

Monitoring of the Contractor’s Critical Path Method (CPM) Schedule

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Every week ODOT receives a bi-weekly work schedule from the contractor, including

work to be done and traffic control plans for that period. This schedule gives ODOT the

ability to accurately notify the public of upcoming road conditions within the construction

zones. This has been used for over 10 years. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This practice was adopted to give the public more accurate and up to date information

concerning work zone conditions. It also is used as a planning tool by ODOT’s project

management staff in monitoring the project.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit realized is that the public is well-informed. By providing accurate

information to the public, the choice is left to the traveler and unexpected delays are

reduced.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is best suited for large projects either freeways, highways, or bridges. This

is also particularly beneficial in urban high-volume areas. In either case, this is useful

whenever there is a disruption of a large amount of traffic. 

CONTACT(S):

Bill Creger, Project Manager, ODOT

Telephone: (503) 731-3257
Work Zone Best Practices Guidebook 

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172. PENNSYLVANIA

BEST PRACTICE/POLICY:

Motorist Services

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Use of tow truck for incident management on long-term freeway work zones. Used on a

selective basis since early 1980’s.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Incident Management – remove vehicles from travel lanes when disabled to reduce

delays and congestion.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

 Improved public image

 Incident management

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517 
Work Zone Best Practices Guidebook 

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173. PENNSYLVANIA 

BEST PRACTICE/POLICY:

Highly visible reflectorized flagger vest (strong yellow green & orange)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Department is using fluorescent versions of strong yellow-green and orange vests.

Workers may wear either to provide a suitable contrast with the background. Vests

have three 3-inch retroreflective stripes, either orange or strong yellow-green. Used

since July 1996.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Better contrast was need in Autumn when leaves are changing colors. Previously used

orange which blends into the Autumn background.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Depending on the situation, better contrast between the highway workers, the

background and orange channelizing devices.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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174. PENNSYLVANIA

BEST PRACTICE/POLICY:

Incident Management meetings on construction project.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

An incident management plan is required on long-term construction projects. Freeway

projects normally require a preconstruction meeting with emergency responders. Policy

in use since 1994.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Each construction project presents unique problems for emergency responders.

Meetings are held to develop strategies and work through various scenarios. Access

to work area is reviewed. These meetings eliminate guess work during actual

emergencies.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

 Effective response.

 Reduced delay.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

Page 216

175. UTAH

BEST PRACTICE/POLICY:

Contractor Furnished Service Patrols on the I-15 Project

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Service patrols have been in use on both I-15 and the alternate route of I-215 since

the project began. These service patrols consist of vehicles equipped to handle minor

vehicle problems such as flat tires, overheating, out of fuel, etc. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

It is widely known that on high-volume facilities it takes very little for traffic to break

down into an unstable flow situation. In many instances, all it takes to create a major

congestion condition is for travelers to decrease speed to look at stranded motorists

with vehicle problems on the roadside. The service patrols were set up to get these

stranded motorists either back on their way, or off the interstate to a service facility. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

An assumed decrease in congestion due to “rubber-necks’” assistance to stranded

motorists, and good public relations with the community.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All large projects

CONTACT(S):

Jeff Kolb, Field Operations Engineer, FHWA, Utah Division 

Telephone: (801) 963-0078, ext. 232

E-Mail: fh08utpo.jkolb@state.ut.us

John Leonard, I-15 Team, UDOT

Telephone: (801) 594-6236

E-Mail: jleonard@dot.state.ut.us
Work Zone Best Practices Guidebook 

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176. UTAH

BEST PRACTICE/POLICY:

10 Year Warranty (maintenance provision) for I-15

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In the I-15 contract, the Utah DOT has included provisions for a 5-year maintenance

option plus an additional five 1-year options. If exercised, these options would allow

UDOT to have the I-15 project’s design-builder, Wastach Constructors, maintain the

facility on basic elements such as structures, pavements, geotechnical areas, etc.

It does not include maintenance operations such as snow and ice removal.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This maintenance option is one of the “quality hooks” incorporated into the I-15

design-build effort. By having these owner options, it is expected that the overall quality

of the project will be increased. The UDOT initially considered up to a 20-year warranty

for the project, but cost implications became prohibitive. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

It is expected that project quality will be higher. It also allows UDOT future options to

met their maintenance responsibilities to the public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Major projects and design-build initiatives

CONTACT(S):

Jeff Kolb, Field Operations Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 232

E-Mail: fh08utpo.jkolb@state.ut.us

David Downs, I-15 Project Director, UDOT

Telephone: ( 801) 594-6364
Work Zone Best Practices Guidebook 

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177. UTAH

BEST PRACTICE/POLICY: 

Practice – Work Zone Incident Management Provisions in Construction Contracts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The I-15 reconstruction project included a requirement for the contractor to provide:

Courtesy Patrol services, providing motorist assistance, and minimizing safety hazards

caused by stopped vehicles in the highway right-of-way. The following types of

assistance are provided as appropriate: travel information, fuel (10 liters maximum),

tire changing (assistance only), pushing of vehicles to pull-out locations, arrangements

for towing assistance, and placement of cones and safety flares. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The limited capacity of the I-15 work zone necessitated that minor incidents be cleared

quickly because the impacts to traffic would affect many routes on a regional scale

(e.g., general attention to public safety and mobility). The UDOT current incident

management team does not have the manpower to effectively accommodate the level

of attention needed for the I-15 work zone. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduction of motorist delay and improved safety through the work zone, as well as

improved confidence by the public in transportation services. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is most advantageous to work zones with high-volume-to-capacity ratios,

especially with limited pull-off areas within the highway right-of-way.

CONTACT(S):

John Leonard, I-15 Operations Oversight Manager, UDOT

Telephone: (801) 594-6236

E-Mail: jleonard@dot.state.ut.us

Greg Punske, Field Management Engineer/Maintenance of Traffic, FHWA, Utah Div.

Telephone: ( 801) 963-0078, ext. 237
Work Zone Best Practices Guidebook 

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178. VIRGINIA

BEST PRACTICE/POLICY:

Flagger Certification Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1990, the VDOT began requiring certified flaggers in work zones. The flagger

applicant must watch a VDOT produced basic flagging informational video and take

and pass a written test based on the video and other training material. The successful

candidate then receives a flagger certification card which must be in his possession

while performing flagging duties. The flagger must be re-certified every 2 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To improve basic flagging techniques of flagpersons by exposing them to the required

standards, guidelines, and best practices.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Improved flagging operations over those who received little to no training.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All Roadways Statewide

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 220

179. VIRGINIA

BEST PRACTICE/POLICY:

“Work Zone Safety Checklist” Form

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1997, the VDOT developed and implemented a two page, four copy carbon-less

work zone safety checklist form for reviewing and documenting the status/condition of

work zones for construction/maintenance/utility/permit operations. The form is required

to be filled out a minimum of once a week by construction inspectors, with every other

review performed at night. The contractor is given a copy for correcting work zone

deficiencies, and a copy is filed with the project records.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To develop a statewide standardized form for use in conducting and documenting work

zone safety reviews, to provide contractors, in writing, a list of work zone deficiencies,

and to improve the appearance and function of work zone traffic control.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Consistent reviews of work zones by construction inspectors and district work zone

safety personnel, improved documentation of work zone conditions, and improved

response time to work zone deficiencies by contractors.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All Roadways Statewide.

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 221

180. VIRGINIA

BEST PRACTICE/POLICY:

Pocket Size “Guidelines For Temporary Traffic Control”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1997, the VDOT produced and began distribution/sale of a 70-page, color laminated

work zone safety pocket guide to field personnel responsible for the installation,

inspection, and removal of temporary traffic control measures. The guide contains

standards for traffic control devices and displays 23 of the most used typical traffic

control layouts for maintenance/utility/permit operations.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To make work zone safety information more readily available in an easy to read and

understand format for field personnel in Virginia.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Ensuring that more people possess the standards and guidelines for traffic control in

work zones, and improving the installation of traffic control devices and the flow of

traffic through work zones.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Primarily for rural and urban primary and secondary roadways and streets, the guide

can also be used for many freeway and limited access highway applications.

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 222

181. VIRGINIA

BEST PRACTICE/POLICY: 

Constructability Reviews Focused on Minimizing Construction Contract Time and User

Delays

DESCRIPTION OF THE BEST PRACTICE/POLICY:

On major projects VDOT uses an independent consultant and in some instances

contractor(s) to review the plans for a project to develop the best sequencing of work

and to establish an optimum construction period to minimize exposure and impact on

traffic.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To shorten construction time and minimize traffic delays.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Less user delay and public compliant.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All major facilities – All types of work

CONTACT(S):

J. T. Mills, State Location and Design Engineer, VDOT

Telephone: (804) 786-2507

E-Mail: Mills_jt@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 223

182. WASHINGTON

BEST PRACTICE/POLICY:

Temporary High Mast Lighting

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Use of Temporary High Mast Illumination systems for long term construction project

work zones. One hundred foot timber poles are located in non-conflict areas to provide

continuous illumination of the work zone.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

There is a need to provide adequate illumination in work zones especially those work

zones with temporary channelization, detours, and night work, etc. The High Mast

system allows pole placement in non-conflict areas and provides a consistent, high

level of lighting for the duration of the project.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Driver safety by providing better visibility of features needed to drive through the work

zone safely. Worker safety through uniform high light levels. Also, the quality of work by

providing adequate illumination of the work area during night work operations.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Long term, stationary work zones. Usually high-speed/high-volume with detours, lane

closures, temporary channelization, and night work.

CONTACT(S):

Scott Phelps, WSDOT, Olympic Region; Regional Traffic Control Engineer

Telephone: (360) 357-2687
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Work Zone Best Practices Guidebook 

Page 225

HAR Notice to drivers

Pole mounted HAR antenna

Best Practices Area 8. Traveler and Traffic Information

(Project Related)

To achieve state-of-the-art traveler and traffic

information at the project level, transportation

agencies would need to:

• Monitor work zone traffic conditions on all

NHS projects on a Statewide/area-wide basis

through fixed traffic management systems,

portable traffic management systems, and/or

cameras tied into a Statewide/area-wide

communications system.

• Display real-time work zone traffic conditions

on the Internet, large screens at rest areas,

welcome centers, weigh stations, truck stops,

major tourist attractions, large parking

garages, large office buildings, employment

centers, and/or other large traffic generators.

• Use changeable message signs, traffic

advisory radio, and early warning systems to

warn motorist approaching congested work

zones.

• Use ITS hardware to safely guide motorists

through the work zone.

• Develop media and private sector

partnerships that provide real-time work zone

information to the public.

The following “best practices” relate to work zone

traveler and traffic information:

	

 

	
	
,

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Work Zone Best Practices Guidebook 

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Subcategory Ref. # Traveler and Traffic Information Best Practices

PR/Media

campaigns

183 Construction Project Public Information/Public Relations Program (Newsletters) 

187 Dissemination of work zone project information by Public Information Offices 

188 Georgia NAVIGATOR (www.georgia-navigator.com)

189 Public relation campaigns and the use of public relation firms 

190 Public relations campaign for Illinois State Toll Highway Authority (ISTHA)

construction and maintenance projects in the Chicago metro area

192 Media partnership to inform public of traffic affected by construction and

maintenance operations 

193 Hoosier Helper 

194 Media to minimize work zone delays and inform public of work zone delays 

199 “Paving the Way”

201 Media partnership to reduce the volume of traffic through the work zone 

204 Work Zone Advisory Brochure 

205 Place mats with work zone safety information given to restaurants and truck stops

along Interstate routes 

206 Extensive media campaign for I-15 project – real-time traffic information to public

via 800 telephone lines, Website, faxes, mailings, and public meetings

207 Dissemination of information on current work zones through the trucking

associations 

209 Traffic Safety Information Center 

Traffic

Information

Management

184 Bid item in the construction contract for public relations 

186 District Work Zone Traffic Management Coordinator 

195 Joint Approval Form ( CA/T and City of Boston ) for Traffic Advisories and Alerts 

202 Contractor involvement in public information meetings and lane closure

notifications 

Traveler

information

185 Signing for businesses affected by the construction of city streets 

191 Provide real-time traffic information to the public 

196 Web Site for Traffic Information, Advisories and Alerts

(http://www.bigdig.com/traffic.htm) 

197 Traveler’s Information Kiosks in Rest Areas – Work Zones 

198 Use of INFORM to advise motorists of work zone delays 

200 “Fax on Demand” traffic information 

203 Use CB Radio to warn truckers to slow down in advance of work areas 

208 Weekend closure of I-405 for resurfacing 
Work Zone Best Practices Guidebook 

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183. ARIZONA

BEST PRACTICE/POLICY: 

Construction Project Public Information/Public Relations Program (Newsletters)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This program is directed at the project level. The program involves making the status

of local construction projects known to the community and local businesses through

the issuance of weekly newsletters. In addition, pre-construction public information

meetings and monthly traffic management meetings may be held. The newsletters are

sent to the media, business, local residents, and others who request to be included.

The newsletters normally give the project status, lane restrictions, ramp closures,

recommended detour routes, access to area business, and what other work zone traffic

restrictions will be in effect for the next few weeks. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A need exists to provide current information to a wide range of people. In addition to

providing roadway closure information, the newsletters include a list of several places

they can call for additional information. The names and phone numbers are listed of the

Resident Engineer, Community Relations Firm, and ADOT District Office.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Local citizens are kept informed and made aware of where they can call for additional

information. Motorist can plan trips to avoid the work areas affected and reduce

congestion.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of facility: Generally freeway or very large projects in urban areas; although some

rural use have been tried.

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Mark Bonan, Public Relations, District Construction

Telephone: (602) 255-8965

Dennis Alvarez, Assistant District Engineer, ADOT

Telephone: (520) 620-5412
Work Zone Best Practices Guidebook 

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184. MARICOPA COUNTY, ARIZONA

BEST PRACTICE/POLICY:

Bid Item in the Construction Contract for Public Relations

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Maricopa County includes a bid item in many of their construction contracts to handle

public relations on the project. They have used this process for 4 or 5 years. The

contract will spell out how many public meetings will be required, the number of

newsletters (these may be weekly or monthly) that are to be issued which cover the

contractors anticipated schedule and other pertinent information, the operation of a

24-hour hotline to receive complaints or to answer questions about the project, and

meetings with businesses or local residents as the need arises.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The county is aware that the construction is a disruption to the neighborhood and feel

that the neighborhood residents are due an explanation of what is going on and how it

affects them. The newsletters give the telephone numbers where they can obtain

information.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits to this type of program are a vast reduction in the number of complaints

that are received. Residents will alter their trips to safer routes and to reduce

congestion when they understand the construction schedule. Sometimes information is

provided by the citizens that the county was unaware of and should have taken into

consideration. Adjustments can be made when necessary.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Kent Hamm, Assistant County Engineer

Telephone: (602) 506-4618
Work Zone Best Practices Guidebook 

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185. CITY OF PHOENIX, ARIZONA

BEST PRACTICE/POLICY:

Signing for Businesses Affected by the Construction of City Streets

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The City of Phoenix has recognized that during construction, reconstruction, or

resurfacing of their city streets that they do have a negative effect on local business. In

order to aid the business customer in finding the access into the business, the City of

Phoenix has elected to install small signs delineating this access route. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The City of Phoenix recognizes that businesses pay a large percentage of the revenue

that the city receives. It is the cities intent to keep them in operation and not unduly

affect their business during construction. Fewer complaints are received as the

business community sees that the city is trying to mitigate the effects on them due to

construction.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Friendlier communication with business owners. Less complaints. Businesses are

better able survive the construction project.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All streets and highways

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Jim Sparks, Traffic Engineer, City of Phoenix

Telephone: (602) 262-4435
Work Zone Best Practices Guidebook 

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186. CALIFORNIA 

BEST PRACTICE/POLICY: 

District Work Zone Traffic Management Coordinator

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Single person in each of the 12 Caltrans Districts has authority to halt lane closures,

temporary signals, etc.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The cumulative effect of projects in close proximity can sometimes lead to poor,

inefficient operations. Also, travel volumes tend to be dynamic in nature and fluctuate

due to incidents or recreational/holiday demand.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The Coordinator is able to see the “bigger picture” and make decisions that provide

relief to an area affected by construction. The Coordinator’s stays abreast of the

regional traffic situation whereas the Resident Engineer tends to focus only on the

happenings within the project limits of his/her contract.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Joy Pinne, Caltrans Construction

Telephone: (916) 654-5627

E-Mail: Joy_Pinne@dot.ca.gov

David Saia, Caltrans Freeway Operations

Telephone: (916) 654-7312
Work Zone Best Practices Guidebook 

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187. FLORIDA

BEST PRACTICE/POLICY: 

Dissemination of Work Zone Project Information by Public Information Offices

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The public information office in each of the State’s 8 Districts provides information on

the location and duration of construction work zones to the public and the news media.

In addition, for larger projects, the CEI staff includes a project level public information

position. On some major projects a toll-free hot line has been established for project

information. These practices have been followed for many years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Better public awareness of the location and duration of work zones so as to lessen the

impacts by encouraging the use of alternate routes. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Better public relations and a lessening of the traffic impacts due to public’s ability to

better avoid construction delays.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable to all types of construction projects on all types of facilities.

CONTACT(S):

Norbert Munoz, Safety Engineer, FHWA – Florida Division 

Telephone: (850) 942-9650, ext. 3024

E-Mail: Norbert.Munoz@fhwa.dot.gov

Gregg Xander, State Construction Engineer, Florida DOT 

Telephone: (850) 414–5203

E-Mail: Gregg.Xander@dot.state.fl.us
Work Zone Best Practices Guidebook 

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188. GEORGIA DEPARTMENT OF TRANSPORTATION

BEST PRACTICE/POLICY: 

Georgia NAVIGATOR (www.georgia-navigator.com) 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Georgia NAVIGATOR is an Internet web site developed by the Georgia

Department of Transportation (GDOT) to provide real time traffic information. The

web site was first created during the 1996 Olympics and then enhanced in 1998. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide real time traffic information to Internet users so they can make travel plans

accordingly, including when to leave, what route to take, or what mode of transportation

to use.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The NAVIGATOR site enables users to view traffic conditions on the Interstates and

arterials via over 60 color camera snapshots refreshed every 4 minutes. If alternate

routes or transportation modes are taken, travel times can be reduced, associated

delay due to an incident or congestions can be reduced, and travel speeds can be

increased. The site received over 4 million hits during the month of April 1998 and is

currently averaging 100,000 hits per weekday. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All Urban freeways and streets – All types of construction and maintenance operations

CONTACT(S):

Edward Parker, Structural Engineer, FHWA Georgia Division Office 

Telephone: (404) 562-3643

E-Mail: Edward.T.Parker@fhwa.dot.gov

Mr. Ben Snedeker, Public Relations Specialist, GDOT

Telephone: (404) 635-8018

E-Mail: Albert_Snedeker@dot.state.ga.us
Work Zone Best Practices Guidebook 

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189. ILLINOIS

BEST PRACTICE/POLICY: 

Public Relation Campaigns and the Use of Public Relation Firms

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Illinois Department of Transportation (IDOT) hires public relations firms to

communicate project information to the traveling public regarding high-volume urban

freeway reconstruction projects. The services include, but are not limited to, advance

information campaigns to encourage the use of alternate routes, assistance with press

releases and conferences, presentations to neighborhoods and other groups, and

preparation of newspaper and radio advertisements. Public relations firms are required

to submit a proposal and make a presentation on their proposal as part of the selection

process.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The IDOT recognizes the need to utilize specialists in the area of public relations. In the

past, efforts were conducted by IDOT personnel whom were not trained, nor did they

have the background, in communicating effectively with the public.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The presentation of information to motorists in an easily understood and interesting

format increases the effectiveness of alerting commuters to traffic impacts. Public

relations firms have the resources to develop professional publications (e.g., brochures,

maps, fliers, etc). The distribution of publications, in conjunction with professionally

produced presentations and multi-media advertisements, effectively communicates

information regarding projects. In addition, another advantage that public relation firms

have over transportation agencies is their established contacts with news media

personnel.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Although geared towards high-volume urban rehabilitation projects, the concept has

application to any project, especially those with high user impacts.

CONTACT(S):

Dick Adorjan, Director, IDOT Office of Public Affairs

Telephone: (217) 782-6953

Kevin McLaury Engineering Team Leader, FHWA, Illinois Division

Telephone: (217) 492-4618

E-mail: Kevin.McLaury@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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190. ILLINOIS STATE TOLL HIGHWAY AUTHORITY 

BEST PRACTICE/POLICY: 

Public Relations Campaign for Illinois State Toll Highway Authority (ISTHA)

Construction and Maintenance Projects in the Chicago Metro Area

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The ISTHA has a public relations department that informs the media of all construction

and maintenance activities that impact traffic. The construction manager and a public

relations representative fly over all the work zones regularly throughout the construction

season. This allows the public relations department to see the work zones and discuss

any issues with the construction department. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

In large urban areas, it is very important to inform the public of traffic delays. Especially

on the tollway where the public pays a user fee, if the public becomes dissatisfied with

unexpected delays they will choose alternate routes and the tollway will loose revenues.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The public is more aware of construction and maintenance activity and this will help

alleviate traffic congestion and reduce the public’s dissatisfaction.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Projects that have an impact on the flow of traffic such as lane closures.

CONTACT(S):

Kesti Susinskas, Chief Engineer, Illinois State Toll Highway Authority (ISTHA) 

Telephone: (630) 241-6800 ext.3901

Daniel Mathis, Assistant Division Administrator, FHWA, Illinois Division

Telephone: (217) 492-4641

E-mail: daniel.mathis@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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191. ILLINOIS

BEST PRACTICE/POLICY: 

Provide Real-Time Traffic Information to the Public

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Illinois Department of Transportation (IDOT) Communications Center for the

Chicago metropolitan area collects and distributes real-time traffic information for a

portion of their Interstate routes. The traffic information is generated by their Traffic

Systems Center. In addition, construction and maintenance work zone lane closure

information is updated on at least a daily basis. The real-time information is broadcast

on the Highway Advisory Radio and is continuously sent to the media and traffic

information service providers via automatic direct feed. The information is also available

by toll-free telephone and over the Internet.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

While free-flow traffic cannot always be attained, the traveling public does want to

minimize their travel time. By obtaining accurate real-time traffic information, motorists

can make informed route decisions and help to balance the demand on the system.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Informed motorists can select the route(s) that will provide the best travel time. Because

the information is real-time, motorist can adjust their routes, even while en route, to

avoid traffic delaying incidents. In addition to providing improved travel times, such

route adjustments help to alleviate the demand and assist in traffic flow recovery from

incident related congestion.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Most applicable on a systematic basis to larger urban areas that have several route

choices. However, to a lesser degree, the concept may have application in other areas

or for a specific project.

CONTACT(S):

John Koziol, Bureau of Electrical Operations, IDOT District One

Telephone: (847) 705-4561

Tony Cioffi, Bureau of Traffic, IDOT District One

Telephone: (708) 524-2145

Wendall Meyer, Urban Mobility Engineer, FHWA, Illinois Division

Telephone: (217) 492-4634

[See illustration next page]
Work Zone Best Practices Guidebook 

Page 236

The Illinois Traffic System Team works to provide accurate, timely information to the

roadside.
Work Zone Best Practices Guidebook 

Page 237

192. CITY OF CHICAGO, ILLINOIS

DEPARTMENT OF TRANSPORTATION

BEST PRACTICE/POLICY: 

Media Partnership to Inform Public of Traffic Effected by Construction and Maintenance

Operations

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Project fact sheets and news releases are coordinated and sent through the Chicago

Police Department’s Traffic Section or News Affairs to various print, radio and television

media organizations.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To keep the motorists as up to date as possible with information regarding construction

and maintenance project activity which has highest potential to adversely impact traffic.

Alternative routes are often referenced to help the traveling public avoid, particularly

troublesome work zone locations.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Travel time improvements through enhanced motorists/pedestrian awareness regarding

the locations of construction and maintenance work zones. Also, enhanced safety

through public awareness.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Craig Wolf, Assistant Commissioner, CDOT Commissioner’s Office

Telephone: (312) 744-0707

Matt Smith, Director of Communications, CDOT Commissioner’s Office 

Telephone: (312) 744-7261

J.D. Stokes, Transportation Engineer, FHWA, Illinois Division-Chicago Metro Office

Telephone: (312) 886-1616

E-mail: jd.stokes@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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193. INDIANA 

BEST PRACTICE/POLICY:

Hoosier Helper

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Hoosier Helper is a program consisting of incident response vehicles to assist

stranded motorists and remove disabled vehicles. Hoosier Helpers are able to advise

motorists of crash-related congestion by sending messages to highway advisory radio,

variable message signs, and pagers from the scene of the crash.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The primary reason for adopting the Hoosier Helper Program was to quickly remove

disabled vehicles from the freeway and improve congestion.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit is to restore capacity.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The Hoosier Helper Program is most applicable on high-volume freeways in both urban

and rural environments, can also be used in congested work zones.

CONTACT(S):

Dan Shamo, ITS Program Engineer, Operations Support, INDOT

Telephone: (317) 232-5523

E-Mail: dshamo@indot.state.in.us 
Work Zone Best Practices Guidebook 

Page 239

194. INDIANA

BEST PRACTICE/POLICY: 

Media to Minimize Work Zone Delays and Inform Public of Work Zone Delays

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The INDOT has used the media extensively for the past 15–20 years to notify motorist

by radio, TV, and the newspapers of upcoming projects, possible delays and suggested

alternate routes.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Informing motorists, especially commuters, of road construction that would effect them

became essential as reconstruction on existing routes began in large scale. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The advance notice reduced traffic volumes significantly on routes under construction

as motorist found alternate routes to avoid the areas under construction.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This is primarily applicable to high-volume arterials in urban and suburban areas. 

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

Chris Baynes, Public Affairs, INDOT

Telephone: (317) 232-9724

E-Mail: baynes@indot3.indot.state.in.us

Roger Manning, Office of Communications, INDOT

Telephone: (317) 233-4675

E-Mail: rmanning@indot.state.in.us
Work Zone Best Practices Guidebook 

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195. MASSACHUSETTS

BEST PRACTICE/POLICY: 

Joint Approval Form (CA/T and City of Boston ) for Traffic Advisories and Alerts

DESCRIPTION OF THE BEST PRACTICE/POLICY:

All major changes to existing traffic patterns caused by project construction must be

approved by the project’s senior traffic manager and the City of Boston’s chief liaison to

the project prior to implementation.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The project has 50 different construction contracts, most of which require traffic and

pedestrian routing and detours. A team of project and City traffic staff are assigned to

each contract. Project and City managers sign off on the plans and recommend actions.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Senior project and City manager ensure that each separate construction team

coordinates its work and traffic impacts with adjacent and/or related construction

activities.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, streets, 2-lane/2-way highway, and bridges.

Location: Urban, rural, and recreational.

Volume/Speed: High-volume/high-speed, high-volume/low-speed, low-volume/highspeed, low-volume/low-speed.

Type of Work: Resurfacing, reconstruction, restoration/rehabilitation, and utility.

Most.

CONTACT(S):

Glen Berkowitz, Traffic Manager

Telephone: (617) 951-6131

E-Mail: Glenberk@aol.com
Work Zone Best Practices Guidebook 

Page 241

196. MASSACHUSETTS

BEST PRACTICE/POLICY:

Web Sight for Traffic Information, Advisories, and Alerts 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The web sight is important element of the project. Recent, upcoming, and long-term

traffic changes are updated weekly with a list provided by traffic managers via e-mail.

Maps are included.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Web technology gave us the ability to distribute traffic information to concerned

audiences directly, in real time.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Easy, quick, comprehensive communication for concerned audiences underscores the

project’s commitment to complete public information.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, streets, 2-lane/2-way highway, and bridge.

Location: Urban, rural, and recreational.

Volume/Speed: High-volume/high-speed, high-volume/low-speed, low-volume/highspeed, low-volume/low-speed.

Type of Work: Resurfacing, reconstruction, restoration/rehabilitation, and utility.

CONTACT(S):

Terry Brown, Director of Media Relations

Telephone: (617) 951-6183

E-Mail: TXBrown@bigdig.com

Dennis Rahilly, Web Manager

Telephone: (617) 951-6400
Work Zone Best Practices Guidebook 

Page 242

197. MISSISSIPPI

BEST PRACTICE/POLICY:

Travel’s Information Kiosks in Rest Areas – Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MDOT is in the process of having a contractor install and maintain Public Information

Kiosks at the Interstate rest areas in Mississippi. The kiosks will provide the traveling

public information on construction activities, motel/hotel accommodations, service

stations, restaurants, etc. MDOT will be connected to the kiosks via Internet and will

have the ability to override the system to put emergency information (hurricane

evacuation routes) directly into the systems. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

MDOT adopted this practice to provide the traveling public with up to date travel

information on work zone locations throughout the state maintained highway system in

addition to providing them with public service information. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This service will be provided free of charge. All persons who travel and use the rest

areas in Mississippi can benefit by being more informed about highway conditions,

laws, and services that are provided for those traveling through the state. However, the

biggest benefit will be seen in the increase in safety. Motorist will have up to date

information during times of emergencies such as hurricane evacuation of the coast.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The kiosk facilities are only being installed at rest areas where there is a 24-hour

security guard on duty. There is approximately 12 rest areas of this type in the state.

CONTACT(S):

Donna Lum, Public Affairs Director, MDOT

Telephone: (601) 359-7017
Work Zone Best Practices Guidebook 

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198. NEW YORK

BEST PRACTICE/POLICY:

Use of INFORM to Advise Motorists of Work Zone Delays

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Approximately 10 years ago, the NYSDOT and FHWA created a traffic management

system and center on Long Island. It covered most of the Long Island Expressway

(I-495), Northern State Parkway, and State Route 25. Loop detectors, ramp meters,

a computerized signal system, cameras, and variable message signs were placed

throughout this 35-mile corridor, to provide traffic information with an ability to manage

congestion and provide motorist information on incidences.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The NYSDOT and FHWA realized that traffic was increasing such that there could be

no building a way out of congestion. Therefore, it was decided to try and manage the

facilities to minimize the delays due to congestion and to provide detour alternatives in

case of major incidences.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The NYSDOT was able to gain greater information on a real-time basis of traffic flows

and to react quicker to incidences. Motorists benefitted by spending less time in

congestion unnecessarily.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Urban and suburban – Freeway, parkway, and suburban arterial

CONTACT(S):

Emmett McDeVitt, Safety Engineer, FHWA New York Division

Telephone: (518) 431-4125, ext. 231

Ed Roberts, NYSDOT

Telephone: (518) 457-1232
Work Zone Best Practices Guidebook 

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199. CITY OF COLUMBUS, OHIO

BEST PRACTICE/POLICY: 

Paving The Way

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Paving The Way is a comprehensive traffic-management program that provides public

information and commuter-assistance services to Columbus area motorists. It is a

cooperative partnership between the Federal Highway Administration, the Ohio

Department of Transportation, and the City of Columbus.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide one source for all information pertaining to highway construction projects in

the Columbus Metropolitan area and to coordinate traffic control between projects. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Paving the Way keeps motorists informed on work zone traffic control with one point of

contact for information. The organization conducts safety campaigns and monitors

projects to improve traffic control.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All public roads

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3970

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

Page 245

200. CITY OF COLUMBUS, OHIO

BEST PRACTICE/POLICY:

Fax on Demand Traffic Information

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The public can access construction information and maps by calling CONSTRUCTION

LINK, a 24-hour fax-on-demand service, at 614-818-LINK. The caller can list the

directions and when asked you enter your FAX number and your requested information

is faxed to you.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Paving the Way has a limited staff. In order to handle the large number of request

that were received and not tie up staff the FAX on demand system was implemented.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Individuals and organizations with fax machines are able to get an immediate response

to their need for information. The staff can devote their time and energy to other items.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All public roads

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

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201. CITY OF COLUMBUS, OHIO 

BEST PRACTICE/POLICY: 

Media Partnership to Reduce the Volume of Traffic Through the Work Zone

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Issuance of press releases concerning traffic control of projects in the Columbus to the

print media, television and radio stations, and traffic reporters.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide one consistent dependable source for all information pertaining to highway

construction projects in the Columbus Metropolitan area and to coordinate traffic control

between projects. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Keeping the public and motorist informed on work zone traffic control with one point of

contact for information. The organization conducts safety campaigns and monitors

projects to improve traffic control.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All public roads

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

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202. OHIO 

BEST PRACTICE/POLICY:

Contractor Involvement in Public Information Meetings and Lane Closure Notifications

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The best practice is the contractor keeping the public informed on lane closures and

status of construction. A plan note is in the contract that requires the contractor to

inform so many days in advance of any planned lane closures. Project meetings are

attended by Paving the Way staff.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for adopting the policy was to give advance notice and to keep the public

notified of lane closures and the status of construction.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The public is kept informed of lane closures and Paving the Way has advance notice to

properly prepare notification of closures.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work – All facilities

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
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203. PENNSYLVANIA

BEST PRACTICE/POLICY:

Use CB Radio to warn truckers to slow down in advance of work areas.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Department engaged a woman who lives near Interstate 81 who had an

established CB base station to communicate work zone and other safety information to

truckers during a 1993-95 construction project.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Department was looking for a unique way of targeting long-haul truckers with safety

information as they approached work areas.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Truck drivers are alerted to the work zone and any new traffic patterns.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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204. PENNSYLVANIA

BEST PRACTICE/POLICY:

Work Zone Advisory Brochure

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Since 1994, a brochure titled “A Map and Guide for Driving in Pennsylvania’s Work

Zones” has been printed and disseminated. The brochure includes a map of

Pennsylvania’s roads and major routes under construction and safe driving tips.

Disseminated through the Department’s Welcome Centers, rest areas, driver license

centers and District offices.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Most of the crashes in construction zones in 1993 were due to driver error. This

brochure was developed to inform and educate the public on how to drive safely when

traveling in construction areas.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Better educated motorists resulting in less work zone crashes.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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205. PENNSYLVANIA

BEST PRACTICE/POLICY:

Place Mats with Work Zone safety information given to restaurants and truck stops

along Interstate routes.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Since 1994, a placemat entitled “Construction Ahead – a Map and Guide for Driving

in Pennsylvania’s Work Zones” has been printed and disseminated. The placemat

includes a map of Pennsylvania’s roads and major routes under construction and safe

driving tips. Disseminated through District offices to restaurants.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Most of the crashes in construction zones in 1993 were due to driver error. This

placemat was developed to inform and educate the public on how to drive safely when

traveling in construction areas.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Better educated motorists resulting in less work zone crashes.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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206. UTAH

BEST PRACTICE/POLICY:

Extensive Media Campaign for I-15 Project – Real-Time Traffic Information to Public via

800 Telephone Lines, Website, Faxes, Mailings, and Public Meetings

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The public information campaign for the I-15 project began before construction started.

As noted above, it includes a “hotline” for real-time information on closures, and/or

planned closures. The website also contains this real-time information. Quarterly,

glossy brochures are mailed to residents in the corridor describing activities and

progress of the reconstruction. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide as much information as possible to the traveling public so that they can

make informed decisions on which route to use and/or which mode. Depending on the

information (and their flexibility), they may even decide to make the trip at another time.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

 Accident reductions, congestion reduction in the work zone. 

 Travel behavior modification (i.e., using alternate routes, postponing, or

rescheduling trips, etc.)

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

High-volume urban arterials or freeways.

CONTACT(S):

Jeff Kolb, Field Operations Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 232

E-Mail: fh08utpo.jkolb@state.ut.us

John Leonard, UDOT I-15 Team 

Telephone: (801) 594-6236

E-Mail: jleonard@dot.state.ut.us
Work Zone Best Practices Guidebook 

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207. UTAH 

BEST PRACTICE/POLICY:

Dissemination of Information on Current Work Zones Through the Trucking

Associations

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This is an outreach effort to help prevent work zone crashes. It is accomplished through

the distribution of a weekly news document “Trucking Hot News,” which discusses and

identifies: where work zones are located, hazards, and how to minimize the chances of

having crashes. The creation and distribution of the news document is performed by the

Utah Motor Transport Association.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for implementing the practice was to maintain a level of zero crash zone

fatalities and curb any potential increase of crashes by our increased proactive

outreach efforts.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits are still being realized. However, it is expected to result in a decrease in

overall work zone crashes, and to allow motor carriers to act proactively to help reduce

delays in transportation.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects, but particularly those where motor carrier user volume could occur.

CONTACT(S):

Robert Kelleher, State Director, FHWA, Utah Division

Telephone: (801) 963-0096, ext. 247

Terry Smith, Utah Motor Transport Association

Telephone: (801) 973-9370
Work Zone Best Practices Guidebook 

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208. WASHINGTON

BEST PRACTICE/POLICY:

Weekend Closure of I-405 for Resurfacing

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This was the State’s first experience with closing a north/south Interstate facility over

entire weekends to accommodate resurfacing operations. In the last 10 years, various

closure operations have been used on the east/west I-90 corridor in the vicinity of

Seattle. The more common practice has been to require night time paving operations,

allowing the Contractor to close only partial widths of the Interstate facility. Complete

closures usually require natural detour routes and are a more common practice on

minor roadways where these detours can be accommodated.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The primary reason the State chose to completely close the facility was to deal with

noise ordinances and best mitigate (by shortening the exposure period) the noise

impacts. Secondary reasons included: minimizing the disruption to daily commuters;

increasing the quality and safety of the paving operation due to the absence of traffic

through the work zone; and providing the opportunity to research and measure the

various impacts on commuters, trucking, and businesses, as well as safety

characteristics and quality of the finished product.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

 Weekday traffic disruption is eliminated.

 Weekend traffic disruption is tolerated by the public, as it is known to be of 

short duration and they can plan accordingly. Positive public relations were a

win-win solution.

 Safety to the motoring public and paving crew were greatly improved.

 Positive feedback from the public—again a winning public relations ploy.

 Unimpeded access of equipment and materials to the job site.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Resurfacing of an urban Interstate

CONTACT(S):

Kim Henry, Project Engineer, WSDOT

Telephone: (425) 649-4436

E-Mail: henryk@wsdot.wa.gov

Jim Spacys, WSDOT Roadway Construction Engineer

Telephone: (360) 705-7824
Work Zone Best Practices Guidebook 

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209. WESTERN RESOURCE CENTER

BEST PRACTICE/POLICY:

Traffic Safety Information Center

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The FHWA Region 10 Office of Motor Carriers, the Oregon Department of

Transportation, and the Oregon State Police, established a Traffic Safety Information

Center. A trailer was set up at the Baldock Rest Area and is used by the agencies to

provide educational materials to the motoring public.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This safety center was established as a means for the agencies to jointly work together

in sending out safety information. It is a cooperative effort on working together to

reduce injuries and fatalities.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefits are the pooled resources and the large number of contacts we can

make. The public can go to one location and get information on the “Give ’em a Brake,”

“No-Zone,” and drunk driving; plus many other topics covered by the agencies.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeway Rest Areas/Welcome Stations

CONTACT(S):

Tori (Victoria) Kinee, FHWA Multi-Model Safety

Telephone: (503) 399-5775
Work Zone Best Practices Guidebook 

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Work zone enforcement activities

Best Practices Area 9. Enforcement

To achieve state-of-the-art enforcement, transportation agencies would need to:

• Utilize uniformed police officers in all work zones on high-speed/high-volume

facilities, as well as, those involving

lane and ramp closures, severely

restricted areas, and where major

changes to existing traffic patterns

result.

• Provide training for uniformed police

officers in work zone traffic control,

completing work zone data on State

accident/crash report forms, the

MUTCD, and incident management.

• Secure dedicated, full-time

uniformed police officers for work

zone enforcement activities.

• Use automated speed enforcement in confined and high-speed work zones.

• Equip uniformed police officers with state-of-the-art equipment for use in controlling

speed, and crash investigation/reporting.

The following “best practices” relate to work zone law enforcement:

Subcategory Ref. # Enforcement

Evaluation/

Coordination

210 Construction Zone Enhanced Enforcement Program and Maintenance Zone

Enhanced Enforcement Program 

213 Evaluation of Project ADVANCE (Aggressive Driving Video and Non-Contact

Enforcement) 

217 Periodic meetings with State Police to discuss work zone issues 

Police Presence

211 Use of active law enforcement services to control speed in work zones 

212 Full-time State Police Liaison Officer assigned to the State Highway

Administration 

214 Dedicated (full time) New Jersey State Police Construction Unit assigned to

New Jersey DOT construction projects

215 Drone radar in work zones 

216 State Police hired by the contractor 

218 State Police hired by the contractor on the I-15 project 

	

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Work Zone Best Practices Guidebook 

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210. CALIFORNIA

BEST PRACTICE/POLICY: 

Construction Zone Enhanced Enforcement Program (COZEEP) and Maintenance Zone

Enhanced Enforcement Program (MAZEEP)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The California Highway Patrol (CHP) has contracted with the California DOT to provide

services on an as-needed basis. The CHP, where appropriate, provides awareness of

work zone areas and enforcement of the speed limit. This program has been on-going

since 1992.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Speed reduction and awareness of work zones was not being accomplished through

the use of signing, and channelizing devices, etc.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduction in highway and worker related accidents which lead to an overall safer work

zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types – All locations

CONTACT(S)

Joy Pinne, Caltrans Construction

Telephone: (916) 654-5627

E-Mail: Joy_Pinne@dot.ca.gov
Work Zone Best Practices Guidebook 

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211. FLORIDA

BEST PRACTICE/POLICY: 

Use of Active Law Enforcement Services to Control Speed in Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The predominate use of on-duty Florida Highway Patrol (FHP) officers for active

patrolling of projects for speed control/traffic enforcement began in 1995. Prior to that,

the use of off-duty officers was the normal practice. The FDOT reimburses the FHP out

of project funds per the FDOT/FHP agreement. The use of off-duty officers hired by the

contractor is limited to: 1) Project Phase Traffic Shifts to Facilitate Traffic Flow—a bid

item; and 2) Contractor’s Option for Equipment Movement, etc.—no direct pay. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The use of off-duty officers was not achieving the desired results of lowering speeds on

major freeway projects. Off-duty officers on contractor’s payroll had to obtain “on-duty”

status to issue citations, thus rarely wrote citations for speeding.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The on-duty FHP officers are providing active patrolling with an emphasis on speed

enforcement. Officers, when paid directly by the State, gives more control of the

officer’s assignments to the project’s personnel and is coordinated in advance with the

FHP. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Urban or rural freeways and limited access roadways – All types of work

CONTACT(S):

Norbert Munoz, Safety Engineer, FHWA – Florida Division 

Telephone: (850) 942-9650, ext. 3024

E-Mail: Norbert.Munoz@fhwa.dot.gov

Gregg Xander, State Construction Engineer, Florida DOT 

Telephone: (850) 414–5203

E-Mail: Gregg.Xander@dot.state.fl.us
Work Zone Best Practices Guidebook 

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212. MARYLAND

BEST PRACTICE/POLICY: 

Full-time State Police Liaison Officer Assigned to State Highway Administration (SHA)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The State Police Liaison Officer is available to provide valuable input on a number of

highway safety related issues including work zones. The State Police and the SHA

understand each other’s roles and work together as a team to solve mutual safety

problems. The Liaison Officer has been working on location with SHA for over 10 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The State Highway Administration and Maryland State Police realized that Maryland’s

highway system would operate more efficiently and safely if both agencies worked as a

team. A number of highway safety issues: 1) work zone traffic control safety concerns,

2) freeway incident traffic management, 3) special events, and 4) seasonal traffic

management responsibilities, led to the adoption of this policy.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefits being realized from this best practice are: 1) improved highway

safety, 2) immediate action on highway safety issues, and 3) a much more informal

relationship between law enforcement and SHA personnel. This best practice has the

added benefit of eliminating the bureaucratic red tape that had existed in the past

between the two agencies.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Sgt. Richard Vercera, Maryland State Police Liaison Officer

Telephone: (410) 582-5616

E-Mail: rvercera@mdshahq.shahanvc.

Wayne Styles, Traffic Policy and Management Team Leader, MDSHA

Telephone: (410) 787-5865,

E-Mail: wstyles@sha.state.md.us
Work Zone Best Practices Guidebook 

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213. MARYLAND

BEST PRACTICE/POLICY: 

Evaluation of Project ADVANCE (Aggressive Driving Video and Non-Contact

Enforcement) to Monitor Undesirable Driving Behavior

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Project ADVANCE is a 2-year pilot program targeting aggressive drivers on the

Capital Beltway. The project goal is to develop a mobile imaging device that would

automatically recognize and take a computer image of an aggressive driver by

recognizing vehicles that are speeding, making unsafe lane changes, and following too

closely. The system was implemented in December 1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Project ADVANCE represents a new and innovative way to enforce traffic laws and

protect the motoring public on high-volume roadways.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This system allows for traffic enforcement without disrupting traffic flow. This method of

traffic law enforcement also enhances the police officer’s safety by reducing his

exposure to traffic.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Currently used on an urban freeway – Has the potential to be used in any work zone

CONTACT(S):

TFC M. Almond, Maryland State Police Commercial Vehicle Enforcement

Telephone: (410) 694-6100
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214. NEW JERSEY 

BEST PRACTICE/POLICY:

Dedicated (Full Time) New Jersey State Police (NJSP) Construction Unit Assigned to

New Jersey Department of Transportation (NJDOT) Construction Projects

.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Memorandum of Understanding between NJDOT and NJSP developed a unique

construction unit consisting of NJSP Troopers to assist NJDOT Resident Engineers in

monitoring and enforcement of the approved traffic control plans (TCP’s). Unit was

activated in 1994 to increase the performance level of law enforcement services relating

to work zone safety and to establish consistency in enforcement of TCP’s on a

statewide basis. Members of the NJSP Construction Unit receives specific work zone

safety training. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Increase level of performance of law enforcement personnel in work zones and to

provide enforcement consistency on a statewide basis.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Provides uniformity in implementation of the approved TCP’s, Resident Engineers

project control relating to TCP enforcement and contractor’s operations has improved,

increased level of safety for workers and the traveling public. This also resulted in

significant savings (estimated $4–$6 million per year) for the State by providing a

mechanism for direct billing to the State for law enforcement services, rather than as a

contract pay item. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The NJSP Construction Unit personnel are used on an as needed bases at the request

of the Resident Engineer for a variety of project types and classifications.

.

CONTACT(S):

Robin L. Schroeder, Area Engineer, FHWA New Jersey Division Office 

Telephone: (609) 637-4235

E-Mail: Robin.Schroeder@fhwa.dot.gov

Michael W. Gross, Manager, Bureau of Construction Services, NJDOT

Telephone: (609) 530-5500

Sargent Wade, Supervisor, NJSP Construction Unit

Telephone: (609) 883-0247
Work Zone Best Practices Guidebook 

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215. MASSACHUSETTS

BEST PRACTICE/POLICY: 

Drone Radar in Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A drone radar unit is attached to an arrow panel or sign post. The signal will then

activate any and all radar detectors within range. This has been in effect for 11⁄2 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The idea is to alert vehicles to slow down to a reasonable speed through work zones.

The advance notice would also alert sleepy, fatigued, and inattentive drivers.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Speed reductions and safer work areas.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of high-speed facilities, locations, and work

CONTACT(S):

Charles F. Sterling, P.E.; Traffic Engineer; Massachusetts DOT

Telephone: (617) 973-7360

E-Mail: Charles.Sterling@state.ma.us

John Formosa, Technical Services Team Leader; FHWA, Massachusetts Division

Telephone: (617) 494-3359

E-Mail: John.Formosa@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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216. OKLAHOMA

BEST PRACTICE/POLICY:

State Police Hired by the Contractor

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The practice was begun to increase safety in the construction work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The contracts include a bid item for State Police. However, there is no transference of

funds between State agencies; the money goes straight from the contractor to the State

Police. This provides an incentive to the contractor to judicially plan their work and only

have the State Police on the project when their presence is needed. The Oklahoma

Department of Transportation has found participation of the State Police is better, when

they are hired by the contractor. 

Having police presence in and about the work zones greatly reduces the speed of the

through traffic, which in turn reduces the numbers of work zone accidents. Also, when

a policeman is writing one speeding ticket, hundreds of motorist witness the results of

speeding increasing the overall awareness of the work zones and the results of

violating the posted regulatory signs.

The next generation of this practice will be to establish a state-wide funding pool so that

any project engineer may request police presence at any given time as the need arises.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is used on projects where speeding is anticipated—mostly on highvolume/high-speed roadways during reconstruction/rehabilitation work.

CONTACT(S):

Mr. Veldo Goins, Oklahoma Department of Transportation

Assistant Director, Preconstruction

Telephone: (405) 522-0647

E-Mail: veldo.goins/odot@fd9ns01.okladot.state.ok.us
Work Zone Best Practices Guidebook 

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217. PENNSYLVANIA 

BEST PRACTICE/POLICY:

Periodic meetings with State Police to discuss work zone issues.

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Yearly statewide meeting between the Department and State Police. District level

meetings are held quarterly. Meetings held since 1994. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Coordinate work zone enforcement on long-term, freeway construction projects.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Fatalities in freeway work zones dropped from a high of 27 in 1993 to zero in 1996.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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218. UTAH

BEST PRACTICE/POLICY: 

State Police Hired by the Contractor on the I-15 Project

DESCRIPTION OF THE BEST PRACTICE/POLICY:

To increase police visibility in work zones in an effort to help prevent work zone

crashes. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for implementing the policy was to maintain a level of zero crash zone

fatalities and curb any potential increase of crashes by our increased proactive efforts. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefits are still being realized. However, it is noted that police presence in work

zones results in lower traffic speed, which is expected to result in a decrease in overall

work zone crashes. It also keeps the police jurisdiction in the information “loop” as to

activity within the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All projects, but particularly those where high user volume could occur.

CONTACT(S):

Robert Kelleher, State Director, FHWA 

Telephone: (801) 963-0096, ext. 247

Sgt. Danny Catlin, Utah Highway Patrol

Telephone: (801) 965-4676
Work Zone Best Practices Guidebook 

Page 265

PTMS with mast mounted video and

RF antena.

Best Practices Area 10. ITS and Innovation Technology

To achieve state-of-the-art ITS and innovative technology, transportation agencies

would need to:

• Enhance the software and communication

modules in existing portable traffic

management systems, in order to provide

accurate real-time traffic information

automatically to motorists and the

construction team.

• Utilize portable or fixed traffic management

systems to collect and disseminate real-time

information to motorists in all work zones:

On high-speed, high-volume facilities,

Involving lane and ramp closures,

Located in severely restricted areas, and

Involving major changes to existing traffic

patterns.

• Develop effective tools and techniques for

safely and efficiently merging traffic

approaching a work zone with lane closures.

• Develop effective tools, techniques, and

enforcement for slowing down traffic approaching work zones, as well as

maintaining a safe speed through work zones.

• Develop automated/robotic equipment to perform high-exposure, short-term

maintenance operations.

• Develop a positive barrier system, with a gawk screen, that provides lateral

protection to workers performing mobile construction and maintenance operations.

• Develop a cost-effective, positive barrier system that provides lateral protection to

workers performing static short-term maintenance operations.

• Develop erasable, temporary pavement markings that do not produce a

shadow/ghost when removed.

	

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• Develop a cost-effective, quick way to remove, cover, and/or obliterate existing

pavement markings to prevent a conflict with new markings; and/or do not produce a

shadow or ghost.

• Showcase success stories.

The following “best practices” relate to ITS and innovative technology practices:

Subcategory Ref. # ITS and Technology Best Practice

Traffic Control

219 Highway Closure and Restriction System 

220 Mobile Surveillance/Ramp Metering via wireless communication systems (This

is a field operational test) 

221 Automated Data Acquisition and Processing of Traffic Information in Real-time 

223 Indiana lane merge 

225 Portable ITS technology in work zones. 

226 Condition-Responsive Work Zone Traffic Control (CRWZTC) System 

227 Evaluation of ADDCO’s Advanced Portable CCTV System 

229 Portable Traffic Management System – Smart Work Zone 

231 “Trilogy” (In vehicle guidance) 

232 Portable ITS technology in work zones 

234 Evaluation of Portable Traffic Management System 

Traveler

Information

224 ATIS (Advanced Traveler Information System) or Indiana expert system 

230 “Orion” (Traffic map/video in parking garages) 

Work Zone

Control

222 Development of an automated machine for cone placement and retrieval 

228 Remotely Operated Autoflagger (Slow/Stop Sign)

233 Use of 42" flexible cones (a.k.a. “Grabber Cones”) 
Work Zone Best Practices Guidebook 

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219. ARIZONA

BEST PRACTICE/POLICY:

Highway Closure and Restriction System

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Highway Closure and Restriction System allows the Construction and Maintenance

Offices throughout the State to input information relative to roadway closures or

restrictions whether they be from highway activities, weather, or roadway incidents/

accidents. This information may be retrieved either through the Internet or by

telephone. Requests to activate the variable message signs are also included as

a part of this system. The system went on line in January 1998.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The previous system used by ADOT was not usable by the general public. This system

was designed to make work zone activities and road closure information more easily

available to everyone.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Provides real-time information to motorist and highway officials. Ease of access and

quality of information. This system has been active for only a few months. The most

recent month that information is available reported 135,366 web page hits.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of facility: All State highways

Location: Statewide

Volume/Speed: All volumes/speeds

Type of work: Any activity affecting traffic

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Dottie Shoup, Supervisor, Traffic Operations Center

Telephone: (602) 252-1951
Work Zone Best Practices Guidebook 

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220. CALIFORNIA

BEST PRACTICE/POLICY: 

Mobile Surveillance/Ramp Metering Via Wireless Communication Systems (This is a

field operational test)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This practice features self-powered mobile surveillance trailers with various off-the-shelf

technologies such as: wireless communication infrastructure operating in several

unlicensed frequencies (spread spectrum ), and video image processing. This

technology is able to transmit images and traffic data (speed, volume, occupancy) to

the Traffic Management Center (TMC) for locations without surveillance infrastructure,

such as: sensors, loops, and CCTV, etc. The trailers can control ramp meters that may

have had their surveillance disabled and remain in communication with the TMC. This is

a field operational test in the final evaluation stage and has been operational since

November of 1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for exploring this method of traffic surveillance, is in some instances during

construction, surveillance for essential links in the freeway system or in city street

network, may be disrupted. If no existing surveillance infrastructure existed before

construction begins and considerable traffic disruption is expected, this method would

allow for collection of information that can be used to detour or inform the traveling

public by activating variable message signs. During an event management scenario

(Super Bowl, large conventions, or the State Fair), the trailers can be helpful in

managing traffic. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This practice will allow the collection of traffic data (speed, volume, occupancy) and the

transmittal of video images while the existing surveillance infrastructure is inoperable

(due to construction, and maintenance, etc.) or if there is no existing infrastructure.

Freeway ramp meters will be running in normal mode and will remain in communication

with the Traffic Management Center although their sensors and loops may not be

operating. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This method of collecting data can be utilized on freeways and city streets, in urban

areas and rural areas, in a variety of construction activity.

CONTACT(S):

Mr. Ed Khosravi, Senior Transportation Engineer, CALTRANS, District 11

Telephone: (714) 724-2453,

E-Mail: Ekhosravi@trmx3.dot.ca.gov
Work Zone Best Practices Guidebook 

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221. CALIFORNIA

BEST PRACTICE/POLICY: 

Automated Data Acquisition and Processing of Traffic Information in Real-time

(ADAPTIR)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A system which senses and processes data relating to current traffic conditions and

automatically provides travelers with appropriate speed control, lane control, delay and

diversion advisory messages via variable message signs (VMS), and highway advisory

radio (HAR). The ADAPTIR is currently being used by Maryland DOT on an

experimental basis and being evaluated by California DOT.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

ADAPTIR provides real-time information to travelers while improving safety and

managing congestion in work zones. Currently there is better acceptance and

adherence to information presented for the traveling public because the information is

updated.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Possible accident reduction, congestion mitigation, and cost savings.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work on urban and rural freeways

CONTACT(S):

Harold Jones, Caltrans Dept. of Transportation Eng. Service Center,

Telephone: (916) 227-7217

Tom Hicks, Dir. of Office of Traffic and Safety, Maryland State Highway Administration

Telephone: (410) 787-5815

E-Mail: thicks@sha.state.md.us

Ken Knowles, The Scientex Corporation

Telephone: (703) 276-3377

E-Mail: kcowles@scientexcorp.com
Work Zone Best Practices Guidebook 

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222. CALIFORNIA

BEST PRACTICE/POLICY: 

Development of an Automated Machine for Cone Placement and Retrieval

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Caltrans is developing and field testing a machine that will mechanically place and

retrieve cones, thus reducing maintenance personnel exposure to the hazards of traffic

and physical exertion involved in handling the cones.

The development of the machine is being conducted by the Advanced Highway

Maintenance and Construction Technology Center (AHMCT)

(http://www-anmct.engr.ucdavis/ahmct/), which is jointly managed by the University of

California, Davis and Caltrans.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Deployment of the cone is currently achieved by a person riding on the exterior of a

modified vehicle. This process requires a considerable amount of manual effort and our

personnel are exposed to the hazards of traffic in addition to the physical exertion

involved in handling the cones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Workers exposure to the hazards of traffic will be reduced.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Roadway maintenance – All freeways

CONTACT(S):

Mr. Juan Araya, Transportation Engineer (Electrical)

Telephone: (916) 654-8170

E-Mail: jaraya@trmx3.dot.ca.gov
Work Zone Best Practices Guidebook 

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223. INDIANA

BEST PRACTICE/POLICY:

Indiana Lane Merge

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Indiana lane merge is a dynamic no passing zone placed prior to the taper of

a work zone. The first sign includes flashing strobes which are always activated.

Additional signs are automatically activated upstream of the work zone depending upon

capacity. The Indiana lane merge is being evaluated under a research project which

began in 1996.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Indiana lane merge was developed to reduce aggressive merging near the taper

and encourage motorist to switch lanes well upstream of the discontinuous lane taper.

This improves traffic smoothness and safety in the work zone.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit realized from this practice is improved safety as a result of crash

reduction. Phase II of the research will concentrate on measuring improved safety.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The primary type of project this practice is most applicable on is freeways both urban

and rural. The Indiana lane merge is currently being tested on a very high-volume

routes (I-80/I-94 (Borman Expressway).

CONTACT(S):

Dan Shamo, ITS Program Engineer, Operations Support, INDOT

Telephone: (317) 232-5523

E-Mail: dshamo@indot.state.in.us
Work Zone Best Practices Guidebook 

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224. INDIANA

BEST PRACTICE/POLICY: 

Advanced Traveler Information System (ATIS) or Indiana Expert System

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The ATIS, Indiana Expert System, initially began as an operational test in 1996 for the

Borman advanced traffic management system which is part of the GCM corridor. The

expert system enables Hoosier Helper incident response teams to program messages

to travelers from their vehicles at the site of an incident. The Indiana Expert System can

send these messages to HAR, VMS, pagers, etc. simultaneously. The Indiana Expert

System has also been used in the work zone to provide traveler information.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Indianan Expert System was adopted to reduce the time required to deliver real

time messages to the public and minimize the number of people involved in the

process. This information allows travelers to use alternative routes avoiding long delays

and preventing additional crashes.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit realized is improved traveler information.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The Indiana Expert System is most applicable to urban and rural freeways, and is

evolving into INDOT’s statewide system.

CONTACT(S):

Dan Shamo, ITS Program Engineer, Operations Support, INDOT

Telephone: (317) 232-5523

E-Mail: dshamo@indot.state.in.us
Work Zone Best Practices Guidebook 

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225. INDIANA

BEST PRACTICE/POLICY: 

Portable ITS Technology in Work Zones – Indiana

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Indiana has used a variety of technologies including Highway Advisory Radio (HAR),

Variable Message Signs (VMS), Indiana lane merge, 2/10 reference markers, tow truck

service, ambulance service, closed circuit TV, and smiley-face signs. The “smart

work zone” is a test case on the I-65 design/build project in FY 1998. The HAR is

incorporated into the construction project and remains operational after construction to

become a part of the State system. The ITS technologies have been used by INDOT for

several years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The “smart work zone” includes various technologies to provide motorists with an earlier

notice of when incidences occur. This information helps the motorist to consider other

options. Also, it improves emergency response time to the incident.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefit realized is reduced congestion. Driver behavior is also improved

due to making traveler information available.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The “smart work zone” is most applicable on freeway facilities both urban and rural. It is

especially useful where high volume is experienced.

CONTACT(S):

Dan Shamo, ITS Program Engineer, Operations Support, INDOT

Telephone: (317) 232-5523

E-Mail: dshamo@indot.state.in.us
Work Zone Best Practices Guidebook 

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226. MARYLAND

BEST PRACTICE/POLICY: 

Condition-Responsive Work Zone Traffic Control (CRWZTC) System

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The CRWZTC System is a portable system designed to provide highway customers

with real time traffic information in a work zone. This system enables drivers to make

better driving decisions on approach to and throughout the length of a work zone. The

system utilizes changeable message signs, highway advisory radio, queue detectors,

and portable sensors, all controlled by a central computer which analyzes traffic

volumes and speeds, and displays traffic delay information to the motorist.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This best practice was adopted to determine whether a system such as this can provide

better traffic management in work zones. The system has been deployed two times for

short periods for testing and evaluation. This system will undergo a more

comprehensive implementation in the near future.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefits of the CRWZTC System will be to provide a smooth progression of

traffic and a reduction of accidents through work zones. Furthermore, traffic volumes

through the work zone will be reduced by providing motorists with the information they

need to divert along an alternate route. Diversion messages may suggest an alternate

route to take or the message may display the amount of travel delay to be expected.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All high-volume and recreational types of facilities – All types of work

CONTACT(S):

Jean Yves Point-du-Jour, Transportation Engineer, MDSHA

Telephone: (410) 787-5866

E-Mail: jpointdujour@sha.state.md.us
Work Zone Best Practices Guidebook 

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Rear view Front view Surveillance Camera

227. MARYLAND

BEST PRACTICE/POLICY:

Evaluation of ADDCO’s Advanced Portable CCTV System

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Advanced Portable CCTV System is used to monitor traffic operations in

construction and maintenance work zones. This system consists of one or more

cameras and allows the project engineer to monitor the efficiency of traffic operations

at selected sites in or on an approach to a work zone. This system was used for about

3 months in the spring of 1997.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This system allows the project engineer to observe any adverse traffic operations,

including accidents, which may contribute to a breakdown in capacity. If such a

condition were observed, the project engineer could then take immediate action to

resolve the problem.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The system allows for the continuous monitoring of select locations within the work

zone from a remote site. The ability to monitor the real-time traffic conditions within a

work zone contribute to increased traffic capacity and a subsequent reduction in

motorist delays.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Jean Yves Point-du-Jour, Transportation Engineer

Telephone: (410) 787-5866

E-Mail: jpointdujour@sha.state.md.us
Work Zone Best Practices Guidebook 

Page 276

228. MINNESOTA

BEST PRACTICE/POLICY: 

Remotely Operated Autoflagger (Slow/Stop Sign)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Mn/DOT is experimenting with a remotely controlled Stop/Slow Sign to be used in place

of a human flagger on low-speed, low-volume, 2-lane highways.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Autoflagger is remotely controlled and requires only one person to operate. This

effectively removes the flaggers from the traffic lane or shoulder thereby increasing their

safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The remotely controlled Autoflagger increases the safety of the flaggers by removing

them from the traffic lane or shoulder.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Use of the Autoflagger is limited to low-speed, low-volume, 2- lane highways. When

used for lane closures, the length of lane closure is limited to 1000 ft. and there must be

adequate sight distance.

CONTACT(S):

Mike Kowski – Mn/DOT (612) 582-1068
Work Zone Best Practices Guidebook 

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229. MINNESOTA

BEST PRACTICE/POLICY: 

Portable Traffic Management System – Smart Work Zone

DESCRIPTION OF THE BEST PRACTICE/POLICY:

MnDOT has experimented with the Portable Traffic Management System or Smart

Work Zone for the past 2 years. The system utilizes traffic detection cameras and a

series of changeable message signs in and around the work zone area to manage

traffic and can be fully deployed and operational within four hours.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The system was developed to utilize existing technology to better manage traffic

through work zones. This technology enables traffic to be monitored and diverted to

alternate routes during periods of congestion or when incidents occur.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The Portable Traffic Management System can be fully deployed and operational within

four hours. Traffic can be managed more effectively to improve operations through

construction zones. Changeable message signs effectively alert motorists regarding

congestion and incidents through the work zone.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

The portable traffic management system or smart work zone is most effective in

metropolitan areas where traffic can be diverted to alternative routes when construction

or incidents create congestion.

CONTACT(S):

Michael Kowski, Traffic Safety Engineer, MnDOT

Telephone: (651) 582-1068

E-Mail: mike.kowski@dot.mn.us
Work Zone Best Practices Guidebook 

Page 278

230. MINNESOTA

BEST PRACTICE/POLICY:

“Orion” (Traffic map/video in parking garages) 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This system displays real time traffic information on Cable TV and on monitors in

parking garages within the central business districts. Monitors are located at pedestrian

access points to those parking garages with greater than 500 stalls.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Information gathered from previous operational tests demonstrated that the two most

desired points where drivers want traffic information are immediately before departing

and en route. Having monitors in the parking garages were strongly preferred over

monitors in the office before leaving work.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This system provides real time, useful traffic information in the form that drivers want.

With this information, drivers can make informed decisions and can be alerted to

hazardous conditions before they begin their trip.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This system is most effective within the central business districts to provide drivers with

real time traffic information just before they depart to and from work.

CONTACT(S):

Jon Jackels, MnDOT

Telephone: (651) 582-1390

James McCarthy, Urban Mobility Engineer, FHWA Minnesota Division

Telephone: (651) 291-6112

E-Mail: james.mccarthy@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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231. MINNESOTA

BEST PRACTICE/POLICY:

“Trilogy” (In vehicle guidance) 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This system provides traffic information created at the Traffic Management Center

(TMC) into vehicles in real time. This was a two year operational test of the Radio Data

Broadcast System (RDBS). Traffic information is overlayed on a graphic navigation

display unit in the vehicle.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Market research revealed that people want real time traffic information , such as

congestion, lane closures, and construction projects on a map displayed in the car on

the dashboard.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The system provides real time useful traffic information in the form that drivers want.

Drivers can use this information to make informed decisions and can be alerted to

hazardous conditions as they drive.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This system is most effective in metropolitan areas where real time traffic information is

available.

CONTACT(S):

Steve Bahler, Acting Director Office of Advanced Transportation Systems, MnDOT

Telephone: (651) 296-0152

E-Mail: steve.bahler@dot.state.mn.us

James McCarthy, Urban Mobility Engineer, FHWA Minnesota Division

Telephone: (651) 291-6112

E-Mail: james.mccarthy@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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232. MISSOURI

BEST PRACTICE/POLICY:

Portable ITS Technology in work zone – Missouri

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Portable ITS Technologies such as variable message signs (VMS), highway advisory

radio (HAR), and queue length detectors have been utilized on various construction

projects in Missouri. The queue length detector technology was used and evaluated on

an I-70 Missouri River Bridge rehabilitation project in 1995 near Rocheport, Missouri.

The use of video imaging for use in developing traffic management plans is under

consideration as well as the use of traveler information systems in construction zones.

Branson Travel and Recreation Information (TRIP) system is an ITS operational test in

a tourist location which experiences fluctuations in tourist traffic. The lessons learned

from Branson TRIP will be utilized in the future development of ITS techniques for

application in traffic management plans. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The ITS technologies such as the queue length detectors provide additional data on the

traffic situation and thus allow more effective management of the traffic thru the

construction zones. The ITS technologies of VMS and HAR are effective methods to

provide continuous and updated information to the traveling public as they approach or

travel through the construction zones. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Benefits are improved traffic management thru the construction zones and reduction in

frustration of traveling public if delays are experienced.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Type of Facility: Freeways, Streets, 2-lane/2-way highway, bridge, intersections

Location: Urban, Rural, Recreational, tourist locations with seasonal traffic

Volume/Speed: High-Volume/High-Speed, High-Volume/Low-Speed

Type of Work: Resurfacing, Reconstruction, Restoration/Rehabilitation

CONTACT(S):

Jim Brocksmith, Technical Support Engineer, MoDot

Telephone: (573) 751-1097

E-Mail: brockj@mail.modot.state.mo.us

Bob Thomas, FHWA Mo Division Operations Engineer

Telephone: (573) 636-7104
Work Zone Best Practices Guidebook 

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233. OHIO

BEST PRACTICE/POLICY:

Use of 42" Flexible Cones (a.k.a. “Grabber Cones”)

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Use of this device is still in the evaluation stage. The ODOT’s evaluation began during

the 1997 construction season. They expect to issue a policy on the use of this device

within the next year. This device is used in the “activity” area of the work zone, with

drums being used on transitions/tapers. The device spacing is 30 to 50 feet versus the

standard spacing of 2S. The ODOT is also considering using this device in tapers on

low-speed facilities. In that event, ODOT will permit the usage of this device in the

transitions/tapers as well. When used in transitions/tapers, the device spacing will also

be 30 to 50 feet.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The ODOT was looking for a device to use for short-term night time setups that could

be installed/torn down quickly, and reduce the chance of driver confusion.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

1) Ease of installation/tear-down, which results in less exposure for the work crew

during these periods, 2) Reducing the amount of time for installation/tear-down reduces

the chance of driver confusion, and 3) Reduced spacing of the devices in the “activity”

area presents the driver with more of a visual barrier between the travel way and the

work area.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Resurfacing on freeways resurfacing

CONTACT(S):

Mack Braxton, Transportation Work Zone Specialist, Ohio Department of

Transportation

Telephone: (614) 752-8829

E-mail: mbraxton@odot.dot.ohio.gov

Joe Glinski, Safety Program Engineer, FHWA Ohio Division

Telephone: (614) 280-6844

E-mail: Joseph.Glinski@FHWA.DOT.GOV
Work Zone Best Practices Guidebook 

Page 282

234. PENNSYLVANIA

BEST PRACTICE/POLICY:

Evaluation of an Automatic Work Zone Traffic Management System (ASTI

Transportation Systems’ CHIPS (Computerized Highway Information Processing

System)].

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Fully automatic traffic monitoring (24 hours a day) of a 2-year major freeway

reconstruction project in Eastern Pennsylvania. The system consisted of queue

detection with automatic radio communications to a temporary control center, VMS,

CMS, HAR, temporary ramp meters, internet project web site, State enforcement

officers, EMS, agencies, remote terminals to other key agencies, and pagers for key

State and construction personnel. Provided real time information about traffic in the

work zone with automatic messaging and control actions.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Provide effective communication with the motoring public and key local agencies and

officials concerning real time traffic information throughout the project. Objective was to

have well-informed drivers about stoppages ahead and to allow diversion to alternate

routes as drivers determined, thereby reducing rear end crashes and delays.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A good safety record and efficient traffic flow, fulfilling the reasons listed above for using

the system. Side benefit was improved public relations with commuters and local

business officials.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeway Reconstruction Projects

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

Page 283

Best Practices Area 11. Evaluation and Feedback

To achieve state-of-the-art evaluation and feedback, transportation agencies would

need to:

• Adopt uniform work zone definitions and work zone data for reporting work zone

crashes.

• Develop performance measures for work zone congestion and delay that can be

applied to a specific project, as well as, Statewide and nationally.

• Develop and implement an electronic crash data collection system that

simultaneously transmits the raw work zone crash data to the DOT.

• Collect and evaluate before, during, and after work zone traffic flow data.

• Conduct project area-wide customer surveys to routinely evaluate work zone

acceptability.

The following “best practices” relate to evaluation and feedback:

	

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Work Zone Best Practices Guidebook 

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Subcategory Ref. # Evaluation and Feedback Best Practices

Data

Collection/

Analysis

238 Baseline of accidents in the work zone 

248 Analysis of work zone crash data 

256 Achievement – No work zone fatalities in 1996 and no work zone fatalities

involving commercial vehicles in the past 5 years

261 Analysis of work zone crash data 

Driver Surveys

241 Analysis of truck drivers’ opinions on safety and traffic control on highway work

zones 

250 Annual customer survey on effectiveness of traffic through work zones 

251 Customer survey for work zones Pennsylvania 

257 Project specific customer surveys on I-15 project to evaluate the effectiveness of

minimizing delays and enhancing the safety of work zones

Equipment

Evaluation

253 Crash testing of work zone devices 

254 Research project on lighting configurations of work zone devices and equipment

Project Review 

236 Traffic/Through Construction Workgroup 

237

City organized consultant and contractor Quality Improvement Team to

recommend ways to build projects quicker, better, cheaper and safer. Peer review

by other cities

239 Involvement of the Colorado Contractor’s Association in annual work zone traffic

control reviews 

240 Maintenance of Traffic Committee 

242 Total Quality Management Utility Relocation Team 

243 Evaluation of traffic management plans (successes and failures) after the project

is complete 

244 Maintenance of Traffic Task Force 

245 Work Zone safety award program for county maintenance

246 Work zone safety award program for MNDOT contractors and MNDOT employees

247 Work zone safety committee

249 Statewide Work Zone Inspection Program 

252 Work Zone Quality Assurance Review 

260 Work Zone Safety Task Force 

Studies and

Analysis

235 Research Project entitled “Effective Countermeasures to Reduce Accidents in

Work Zones”

255 Human factors project on motorist reaction to work zones 

258 Study – “Effectiveness of Unmanned Radar – A Speed Control Technique in

Freeway Work Zones”

259 Research Study – “Effectiveness of Changeable Message Signs (CMS) in

Controlling Vehicle Speeds in Work Zones-Phase II”

262 Study – “Road Construction Safety Audit Procedure” (University of Wyoming) 
Work Zone Best Practices Guidebook 

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235. ARIZONA

BEST PRACTICE/POLICY: 

Research Project: “Effective Countermeasures to Reduce Accidents in Work Zones”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This research project is a part of ADOT’s current research program. The project is

just getting underway. The research proposal has been reviewed and an approved

Intergovernmental Agency Agreement with Arizona State University has been initiated. 

Dr. Jonathan Upchurch is the Principal Investigator for the project.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The frequency of work zone accidents has been identified as a problem in Arizona.

Arizona has a goal to reduce the number of work zone accidents, fatalities, and injuries.

This study will identify effective countermeasures for reducing work zone accidents.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The goal is to reduce the number and frequency of work zone accidents. This will result

in fewer injuries, fatalities and economic loss.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of highways – All types of work: Resurfacing, Reconstruction, Restoration/

Rehabilitation, Utility, etc.

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Frank McCullagh, Transportation Research Engineer, AZ Transportation Research Ctr. 

Telephone: (602) 407-3130

Paul Hurst, ADOT Construction Operations Group

Telephone: (602) 255-8544

Curt Litin, ADOT Traffic Design Group

Telephone: (602) 255-8687
Work Zone Best Practices Guidebook 

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236. ARIZONA

BEST PRACTICE/POLICY:

Traffic/Through Construction Workgroup

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This group has been meeting for several years to discuss work zone problems and to

evaluate various countermeasures and determine ways to move traffic safely. The work

group includes members from ADOT Traffic Design, Construction Operations, Roadway

Design, the cities of Phoenix and Tempe, as well as local ATSSA members and FHWA.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This group provides a means for those most involved in traffic control to meet and

discuss common problems and to resolve conflicts. Problem situations are discussed

among those who are most qualified to suggest and make decisions.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Communication at this level between the State, cities, and the barricade companies

resolve conflicts at a common level resulting in a win-win situation for all. This is

partnering.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of highway work: Resurfacing, Reconstruction, Restoration/Rehabilitation,

Utility, etc.

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Paul Hurst, ADOT Construction Operations Group

Telephone: (602) 255-8544

Curt Litin, ADOT Traffic Design Group

Telephone: (602) 255-8687
Work Zone Best Practices Guidebook 

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237. CITY OF PHOENIX, ARIZONA

BEST PRACTICE/POLICY: 

City Organized Consultant and Contractor Quality Improvement Team to Recommend

Ways to Build Projects Quicker, Better, Cheaper, and Safer – Peer Review by Other

Cities

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This program was started approximately 13 years ago and is updated when applicable.

This program brought together members of the Contractor and Consultant

organizations to evaluate what the hurdles are to getting projects built faster, safer and

at less cost. Following this study, the city invited representatives from other cities to

come to Phoenix to review the recommendations and to refine the process.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The City of Phoenix realizes the impact local street construction has on the

neighborhoods and schools and wanted to be more responsive to their needs. If

projects could be built faster, they would have less impact, most likely save money and

they believed the work would be done safer. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Less impact on the neighborhood community. Savings in construction dollars. Better

relationships between the citizens, city band the construction/consultant groups.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All streets and highways

CONTACT(S):

Phil Bleyl, Area Engineer, FHWA Arizona Division Office 

Telephone: (602) 379-3913

E-Mail: Phil.Bleyl@fhwa.dot.gov

Jim Sparks, Traffic Engineer, City of Phoenix

Telephone: (602) 262-4435
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238. CALIFORNIA

BEST PRACTICE/POLICY: 

Baseline of Accidents in the Work Zone

DESCRIPTION OF THE BEST PRACTICE/POLICY:

A baseline of accident rates in the construction work zone has been established for

projects completed in calendar year 1996. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The baseline of accident rates in the construction work zone was chosen to represent

safety as a measure of performance in construction. Other performance measures

included quality and workmanship (better), cost (cheaper), and time (faster). 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Quantifiable, and therefore credible data, for the sake of comparison between Caltrans

districts and regions and statewide where further data refinement is available. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work and facilities

CONTACT(S):

Ken Kochavar, Safety/ITS Engineer

Telephone: (916) 498-5853
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239. COLORADO

BEST PRACTICE/POLICY: 

Involvement of the Colorado Contractor’s Association in Annual Work Zone Traffic

Control Reviews

DESCRIPTION OF THE BEST PRACTICE/POLICY:

As part of Colorado’s 1997 Quality Assurance program, the Colorado Contractors

Association (CCA) participated as a member in the statewide work zone traffic control

review. The CCA’s involvement during this inspection provided an industry perspective

for the review team in addressing construction work zone practices.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Since CDOT, CCA, and the FHWA have a strong working relationship, their

participation and input on the current safety devices and procedures, provided excellent

feedback from the industry. This allowed the review team to incorporate additional

findings and recommendations, simplifying standards, improving safety, and ensuring

efficient traffic flow through work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

As a result of this partnership, CCA will continue to be an active member on the quality

assurance review team for work zones. This offers industry support, buy in, and

enhances the communication between contractors and government officials for properly

maintaining traffic control on construction projects.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects – All locations

CONTACT(S):

Eldon Strong, Colorado Contractors Association

Telephone: (303) 290-6611

John Ward, Colorado Department of Transportation

Telephone: (303) 757-9592
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240. FLORIDA

BEST PRACTICE/POLICY:

Maintenance of Traffic (MOT) Committee

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The MOT Committee consists of a multi-discipline team made up of representatives

from construction, roadway design, maintenance, traffic engineering, safety, product

evaluation, utilities and FHWA. Included are two non-voting members from industry:

ATSSA and the Florida Transportation Builders Association (FTBA). The Committee

functions under an advisory committee reporting to the State Highway Engineer; which

consists of Directors of Design and Construction, State Safety Engineer, and State

Maintenance Engineer. This Committee was established about 10 years ago. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To provide a regular, structured method to review and improve the conditions for safely

handling traffic through construction work zones. Through regular bi-monthly meetings

issues are worked on and policy/procedures are improved.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A multi-discipline team makes better, more informed decisions and is better able to

advance the State of the practice. As part of the teams efforts, an annual statewide

MOT conference is conducted for all interested participants from the construction

industry, vendors, State, and local employees.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice is applicable to all types of construction projects on all types of facilities,

but has the most significant impact of the more involved, more complex projects.

CONTACT(S):

Norbert Munoz, Safety Engineer, FHWA – Florida Division

Telephone: (850) 942-9650, ext. 3024

E-Mail: Norbert.Munoz@fhwa.dot.gov

Alan Lafferty, Product Evaluation Administrator (current MOT Chairman), Florida DOT

Telephone: (850) 414-4110

E-Mail: alan.lafferty@dot.state.fl.us
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241. ILLINOIS

BEST PRACTICE/POLICY: 

Analysis of Truck Drivers’ Opinions on Safety and Traffic Control on Highway Work

Zones

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This study was conducted to determine the truck drivers’ travel characteristics,

concerns about work zone traffic control devices, assessment of work zone features,

as well as to determine the location of crashes and bad driving situations based on

experiences and perceptions of truck drivers.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The study identified a number of problems, confirmed a few suspicions and provided

reassurance regarding some good practices. Flagger visibility was an issue that was

immediately acted upon by changing the color of the safety vest to yellow green. (Truck

drivers indicated that flaggers were blending into the orange traffic control devices.) A

similar study was performed a few years earlier looking at older drivers and general

traffic control devices.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Dennis Whitehead, Work Zone Manager, Illinois Department of Transportation

Telephone: (217) 782-3466

Russ Jorgenson, Safety & Traffic Operations Engineer, FHWA, Illinois Division

Telephone: (217) 492-4630

E-Mail: russell.jorgenson@fhwa.dot.gov
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242. ILLINOIS 

BEST PRACTICE/POLICY:

Total Quality Management Utility Relocation Team

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The TQM study was undertaken because of increasing concern from IDOT, FHWA,

contractors, and utility companies regarding the coordination of utility relocation

activities. The mission of the TQM Utility Relocation Team was to identify and

recommend procedures to minimize the impact of utility relocation on construction

projects. In 1993, the team conducted a review of the Illinois Department of

Transportation (IDOT) utility relocation procedures and policies and reported findings

and recommendations in a final report entitled, “TQM UTILITY RELOCATION TEAM

REPORT,” dated August 1997.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The study identified twelve problems ranging from plans not being submitted in a timely

fashion to delays in obtaining ROW causing delays in relocation of utilities, to tree

removal issues impacting relocations. There are numerous benefits already being

realized as a result of the study. Each IDOT district hosts an annual meeting with the

utility companies to discuss upcoming projects, as well as policies and procedures.

Meetings are also convened prior to and during very complex projects with significant

utility relocation work. There are also formal training programs for utility coordinators.

Numerous other recommendations are early in their implementation but appear to have

potential for significant improvement. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of work on urban facilities

CONTACT(S):

John Bellis, Agreements Unit Chief, Illinois Department of Transportation

Telephone: (217) 782-3408

E-Mail: bellisjj@nt.dot.state.il.us

Peter Hartman, Engineering Team Leader, FHWA Illinois Division

Telephone: (217) 492-4622

E-Mail: peter.hartman@fhwa.dot.gov
Work Zone Best Practices Guidebook 

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243. INDIANA

BEST PRACTICE/POLICY: 

Evaluation of Traffic Management Plans (TMS) (successes and failure) After the Project

is Complete

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Preparation of a TMP evaluation report on individual projects is required by Chapter

81-1(3) of INDOT’s Design Manual. The entire TMP process has not been in effect long

enough to produce the first TMP Final Report.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This procedure was initiated to avoid repetitious use of procedures that do not work. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Failure will not be repeated and successes will be highlighted for use on other projects. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This is primarily applicable to high-volume arterials in urban and suburban areas. 

CONTACT(S):

Ed Ratulowski, Design Engineer, FHWA, Indiana Division

Telephone: (317) 226-7342

E-Mail: Edward.Ratulowski@fhwa.dot.gov

David Boruff, Design, INDOT

Telephone: (317) 232-5222
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244. MARYLAND

BEST PRACTICE/POLICY:

Maintenance of Traffic (MOT) Task Force

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The MOT Task Force is comprised of representatives from various offices: construction,

design, districts, maintenance, traffic, and contractors, who review major problems

pertaining to MOT. This Task Force reviews, investigates, and develops

recommendations (for senior management) to improve the MOT for all work zone traffic

control. Some issues referred to the MOT Task Force have been pavement edge

drop-off protection, MOT cost overruns, revision of specifications, and safety training.

The Task Force has been together for approximately 5 years.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This best practice was adopted to bring together a group of experts from various fields

to solve complex MOT issues while providing safe and efficient movement of traffic

through construction and maintenance work zones. Furthermore, this Task Force can

quickly mobilize to address MOT issues that require an immediate response.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The biggest benefits realized from this best practice are: 1) good input from the various

offices/associations, 2) better policies and/or directives are developed, 3) better

information exchange and the reduction of potential problems, and 4) promotes

development of a good working relationship with other offices.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Wayne Styles, Traffic Policy and Management Team Leader, MDSHA

Telephone: (410) 787-5865,

E-Mail: wstyles@sha.state.md.us
Work Zone Best Practices Guidebook 

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245. MINNESOTA

BEST PRACTICE/POLICY:

Work Zone Safety Award Program for County Maintenance Employees

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Mn/DOT has had a Work Zone Safety Awards Program for county maintenance

employees in place since 1994. This program is designed to recognize those counties

which put forward outstanding work zone safety efforts on county maintenance projects.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This program was implemented to increase the awareness of work zone safety to

counties and their maintenance workers by rewarding those whose work demonstrates

outstanding efforts in work zone safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This award program has had a very positive impact toward improving work zone traffic

control for county maintenance work throughout Minnesota.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All counties in the State of Minnesota are eligible to win this award.

CONTACT(S):

Bill Servatius – Mn/DOT Construction Programs Coordinator 

Telephone: (651) 296-2721
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246. MINNESOTA

BEST PRACTICE/POLICY: 

Work Zone Safety Award Program for Mn/DOT Contractors and Mn/DOT Employees

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Mn/DOT has had a Work Zone Safety Awards Program in place since 1988. This

program is designed to recognize those contractors and public agency personnel who

have put forward outstanding work zone safety efforts on construction projects. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

This program was implemented to increase the awareness of work zone safety to

contractors and Mn/DOT construction personnel by rewarding those whose work

demonstrates outstanding efforts in work zone safety.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

This award program has had a very positive impact toward improving work zone safety

consciousness with front-line workers.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All contractors and public agency personnel involved on a State supervised

construction project are eligible to win this award.

CONTACT(S):

Bill Servatius – Mn/DOT Construction Programs Coordinator 

Telephone: (651) 296-2721
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247. MINNESOTA

BEST PRACTICE/POLICY:

Work Zone Safety Committee

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Minnesota has had a Work Zone Safety Committee for the past 5 years. This

Committee has representation from contractors, consultants, vendors, trucking industry,

local government, Mn/DOT, and the FHWA. The function of the Committee is to discuss

problems, listen to comments, and make recommendations to improve work zone

safety.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The Work Zone Safety Committee was developed to provide consistency in

policies/procedures and gather expertise from all constituents.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

By having cross sectional representation, the Committee has been more readily able to

develop and implement solutions to work zone safety problems and ensure buy-in from

all involved parties.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Not applicable.

CONTACT(S):

Mike Robinson – District Engineer (Committee Chairman), MnDOT

Telephone: (218) 723-4960 
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248. NEW YORK 

BEST PRACTICE/POLICY: 

Analysis of Work Zone Crash Data

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The New York Sate Department of Transportation (NYSDOT) also compiles work zone

fatalities and injury accidents based on type, area within the work zone, and driver

characteristic, etc. The data is categorized and analyzed also by type of collision. This

information is used to identify trends in driver behavior and work zone emphasis areas,

as well as 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. The information is categorized in many ways including the following:

1) Accident Category (fatal, hospital, minor, unknown)

2) Accident Type ( i.e., rear end, worker hit by vehicle, etc.)

3) Work Zone Situation (i.e., alternating 1-way traffic, lane shift, etc.)

4) Project Related Traffic Accidents at Flagger-Controlled Locations (i.e.,

head-on, sideswipe, etc.)

5) Project Related Traffic Accidents Related to Project Type (i.e., bridge,

pavement, maintenance, etc.)

6) Project Related Traffic Accidents Related to Facility Type ( principal

arterial interstate, minor collector, etc.)

7) Project Related Traffic Accidents Related to Driver Characteristics (age,

sex, locality)

8) Project Related Traffic Accidents Related to Time of Day (daytime,

nighttime, hourly, etc.)

9) Accidents Involving DOT Employees (i.e., trip or fall, vehicle struck

worker, etc.)

10) Accidents Involving Consultant Employees

11) Accidents Involving Contractor Employees (i.e., fall from elevated

structure, work zone intrusion, etc.).

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To identify trends and develop countermeasures to reduce the deaths and injuries

associated with the accidents.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Reduced fatalities and injuries as a result of the countermeasures. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All New York State Department of Transportation projects 

CONTACT(S):

Chuck Riedel, NYSDOT 

Telephone: (518) 457-2185

E-Mail: criedel@gw.dot.state.ny.us
Work Zone Best Practices Guidebook 

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249. NEW YORK

Best Practice/Policy: 

Statewide work zone inspection Program

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The NYSDOT has a very aggressive safety program within the department which is

committed from top management all the way down to the project level inspectors. The

safety program includes worker safety, as well as maintenance and protection of traffic. 

The annual statewide survey of maintenance and protection of traffic was conducted

for the tenth consecutive year, with results indicating a continuation of steady

improvement. Each year NYSDOT inspects approximately 25 percent of all active

NYSDOT construction projects. The purpose of the Statewide Work Zone Inspection

Program is to gather information which enables NYSDOT to evaluate the overall

adequacy of work zone traffic control on department projects and to identify areas

where improvements are needed. The evaluation encompasses the entire scope of the

departments efforts including design, implementation, and maintenance of work zone

traffic control. It reflects the department standards, practices, and policies on a

statewide basis as well as the training, knowledge, and attention to detail of project

level personnel. The program also serves to promote the open exchange of ideas

between Regional and Central Office personnel. The NYSDOT evalutes the work

zones based on a zero through five rating system. Emphasis Points are also developed

based on trends that are observed in the previous years inspections. A report is written

up for each project that is inspected. Any project that receives a rating of three or less

for daytime construction or a four or less for nightime construction, is given a list of

corrective actions that the NYSDOT Regional Office must take to bring the project into

compliance. The Regional Director must also submit the steps that have been taken to

improve the deficiencies that were documented during the review to the NYSDOT Chief

Engineer. Training initiatives are developed each year based on deficiencies that are

observed during the field reviews Specifications are also considered when deficient

areas are identified that are a result of lack of specificational guidance.

The NYSDOT also compiles work zone accidents based on type, area within the work

zone, and driver characteristic, etc. This information is used to identify trends in driver

behavior and work zone emphasis areas,a s well as for reporting purposes to the

FHWA and NYSDOT in their Annual Report.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Continual improvement of maintenance and protection of traffic on New York State

Highways through a process of evaluating uniformity and compliance with state

standards.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Effective traffic control through maintenance and construction work zones.
Work Zone Best Practices Guidebook 

Page 300

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All work zones on New York State highways, with an emphasis on construction and

maintenance work zones.

CONTACT(S):

Chuck Riedel, NYSDOT 

Telephone: (518) 457-2185

E-Mail: criedel@gw.dot.state.ny.us
Work Zone Best Practices Guidebook 

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250. CITY OF COLUMBUS, OHIO

BEST PRACTICE/POLICY: 

Annual Customer Survey on Effectiveness of Traffic Through Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This best practice is the conducting of a survey of your customers to determine the

effectiveness of the Paving the Way program. A survey is conducted at the beginning of

the year and at the end of the year.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The reason for adopting the policy was to determine the effectiveness of the Paving the

Way program and to ensure that the customer’s need are being met.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The benefit is that the public is that Paving the Way is able to modify their program in

order to meet the customer’s.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of projects

CONTACT(S):

Kim Shepherd, Coordinator, City of Columbus

Telephone: (614) 645-3972

E-Mail: CPShepherd@cmhmetro.net
Work Zone Best Practices Guidebook 

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251. PENNSYLVANIA

BEST PRACTICE/POLICY:

Customer Survey for Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The Pennsylvania Department of Transportation conducted a random telephone

survey of over 1,000 Pennsylvania licensed drivers to learn about their perception of

Pennsylvania work zones. The questions included safety, sign clutter, adequacy of

information, and lengths of work zones. The survey was conducted in 1998.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To learn how our “customers” perceive us.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The top three concerns are: Receiving timely and accurate information about

congestion, delays and detours; receiving adequate guidance through the work zone;

and safety. Sixty nine percent of our costumers ranked Pennsylvania work zones as

good or excellent.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All types of facilities – All types of work

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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252. PENNSYLVANIA 

BEST PRACTICE/POLICY:

Work Zone Quality Assurance Review

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Since 1988 the Bureau of Maintenance has conducted on-site evaluations of the Work

Zone Traffic Control of in-progress maintenance work operations using a prepared

check list — WZTC Quality Assurance Review Form. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

1. To assess compliance with Department policy (Pub. 203).

2. To identify deficiencies and recommend corrective action.

3. To identify training needs and target audience.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

1. Ensures compliance with Department policy.

2. Increases safety within Work Zone.

3. Provides training.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Any maintenance activity involving work traffic control set-up within Work Zone.

CONTACT(S):

Richard J. Sesny, Manager, Regulations and Control Section, PennDOT

Telephone: (717) 783-6080

Michael J. Castellano, FHWA, Pennsylvania Division Office

Telephone: (717) 221-4517
Work Zone Best Practices Guidebook 

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253. TEXAS

BEST PRACTICE/POLICY:

Crash Testing of Work Zone Devices 

DESCRIPTION OF THE BEST PRACTICE/POLICY: 

Crash testing of generic, non-proprietary work zone traffic control devices to verify

compliance with crashworthy criteria contained in the National Cooperative Highway

Research Program Report 350, Recommended Procedures for the Safety Performance

Evaluation of Highway Features (also known as NCHRP 350). 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY: 

Previous TxDOT testing showed that Work Zone Traffic Control Devices could be

hazardous and typically did not perform to the same standards as permanently installed

traffic control devices. 

The FHWA mandate that required most types of traffic control devices be NCHRP 350

compliant by October 1, 1998. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY: 

Crashworthy devices that should result in safer work zones. 

Lighter devices that may be easier to transport and install. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE: 

All locations – All types of work 

CONTACT(S): 

Greg Brinkmeyer, Policy & Standards Engineer, Traffic Operations Division, TxDOT 

Telephone: (512) 416-3120 

E-Mail: gbrinkme@mailgw.dot.state.tx.us
Work Zone Best Practices Guidebook 

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254. TEXAS

BEST PRACTICE/POLICY: 

Research Project on Lighting Configurations of Work Zone Devices and Equipment

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Research project uses a sequencing light which repeatedly runs across the taper. Still

in research/development stage.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

We are experiencing problems with drivers going through the taper and into the work

area at lane closures for nighttime operations such as lane closures.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Non-applicable.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Freeways – All types of work with a taper

CONTACT(S) :

Greg Brinkmeyer, Policy & Standards Engineer, Traffic Operations Division, TxDOT

Telephone: (512) 416-3120

E-Mail: gbrinkme@mailgw.dot.state.tx.us
Work Zone Best Practices Guidebook 

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255. TEXAS

BEST PRACTICE/POLICY:

Human Factors Project on Motorist Reaction to Work Zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

To determine the anxiety level of motorists as the drive through commonly used traffic

control setups.

To determine the comfort level of motorists with respect to their operating speed.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Need to improve safety and the comfort of motorist in work zones.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Non-applicable.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All locations – All types of work

CONTACT(S):

Greg Brinkmeyer, Policy & Standards Engineer, Traffic Operations Division, TxDOT

Telephone: (512) 416-3120

E-Mail: gbrinkme@mailgw.dot.state.tx.us
Work Zone Best Practices Guidebook 

Page 307

256. UTAH

BEST PRACTICE/POLICY: 

Achievement – No Work Zone Fatalities in 1996 and No Work Zone Fatalities Involving

Commercial Vehicles in the Past 5 Years

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Achievement is credit to community at large and numerous factors that involve agency

emphasis, commercial vehicle awareness efforts, public education, statistical variations,

and cooperation among jurisdictions.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

N/A

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Safety to workers and traveling public.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

N/A

CONTACT(S):

Glenn Schulte, Safety Specialist, UDOT

Telephone: (801) 965-4376

Martin Knopp, ITS & Olympic Operations Engineer, FHWA, Utah Division

Telephone: (801) 963-0078, ext. 236
Work Zone Best Practices Guidebook 

Page 308

257. UTAH

BEST PRACTICE/POLICY: 

Project specific customer surveys on I-15 project to evaluate the effectiveness of

minimizing delays and enhancing the safety of work zones

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This practice was implemented as a part of the I-15 reconstruction contract and the

surveys actually began shortly after construction began. This practice basically consists

of mail-out surveys and central location surveys to acquire input from the traveling

public on the effectiveness of the maintenance of traffic measures utilized on the

project. Changes are made if problem areas are identified by the surveys. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The main reason for adopting this practice was the sheer size of the I-15 reconstruction

project and the fact that it will undoubtedly impact most of the traveling public in the

Salt Lake City at one time or another. This practice is an effort to incorporate that large

database of public opinion to or reaction to the project maintenance of traffic measures.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Extensive public input into the traffic control measures as well as modifications based

on input received.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Large urban projects.

CONTACT(S)

Lindsey Ferrari, I-15 Team – Public Information, UDOT 

Telephone: (801) 594-6326
Work Zone Best Practices Guidebook 

Page 309

258. VIRGINIA

BEST PRACTICE/POLICY: 

Study of “Effectiveness of Unmanned Radar – A Speed Control Technique in Freeway

Work Zones”

DESCRIPTION OF THE BEST PRACTICE/POLICY:

In 1996, the VDOT purchased 36 drone radar devices for use in construction work

zones on the interstate system. A study was performed in 1997 which evaluated the

effectiveness of the drone radar devices in slowing speeding motorists. The devices

were successful in reducing the overall speeds in the selected work zones by an

average of 3 to 4 miles per hour, and also reducing the speed variance of motorists

traveling through the work zones.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

To reduce excessive speeding and speed variance through freeway construction work

zones, and to increase awareness and reduce work zone accidents.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

A slight reduction in both the overall speeds and the speed variance through the

freeway work zones.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Urban and Rural Freeway Roadways Statewide.

CONTACT(S):

David Rush, Senior Transportation Engineer, VDOT

Telephone: (804) 371-6672

E-Mail: rush_db@vdot.state.va.us
Work Zone Best Practices Guidebook 

Page 310

259. VIRGINIA

BEST PRACTICE/POLICY: 

Research Study – Effectiveness of Changeable Message Signs (CMS) in Controlling

Vehicle Speeds in Work Zones-Phase II. 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This research studied the use of radar speed detection and display in work zones to

slow traffic in work zones. Research was completed in 1998. Practices not yet

implemented.

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

Attempt to slow speeds in work zones to posted or advisory speeds. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

N/A at this time

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All high-speed facilities – All types of work

CONTACT(S):

Nicholas J. Garber, Faculty Research Engineer, VDOT

Telephone: (804) 293-1908

E-Mail: garbernj@vdot.state.va.us
Work Zone Best Practices Guidebook 

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260. WASHINGTON 

BEST PRACTICE/POLICY:

Work Zone Safety Task Force 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

This Task Force is comprised of Washington State Department of Transportation

(WSDOT) Service Center and Regional representatives from design, construction,

maintenance, traffic, and employee safety, along with representatives from Washington

State Patrol, the construction industry, local professionals, and technical engineers. The

Task Force initially identified 28 recommendations with the purpose of reducing work

zone traffic related accidents and continues to meet quarterly to monitor progress with

the implementation of the recommendations and to develop new initiatives.

REASON(S) FOR ADOPTING THE BEST PRACTICE POLICY:

The Task Force was initiated in response to the increase in work zone accidents and

near miss traffic incidents.

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

The Task Force brings attention and focus to work zone safety with high level support.

Issues are addressed by a multi-disciplined team. Numerous actions to improve work

zone safety have been implemented as a result of their Task Force.

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

All inclusive

CONTACT(S):

John F. Conrad, Assistant Secretary Field Operations Support, WSDOT

Telephone: (360) 705-7801

E-Mail: Conradj@wsdot.wa.gov
Work Zone Best Practices Guidebook 

Page 312

261. WYOMING

BEST PRACTICE/POLICY:

Analysis of Work Zone Crash Data

DESCRIPTION OF THE BEST PRACTICE/POLICY:

The State Traffic Engineer continuously monitors construction related accidents and

submits an annual report to the State Construction Engineer. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

The intent of this analysis is to correct problems with accident locations as they develop

and to determine accident trends and the relationship between various methods of

traffic control and accident incidents. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

Since this analysis is coordinated with other sections within WYDOT, actions (such as

revising traffic control standards) can be taken to clarify/correct recurring observations.

These corrective actions could involve situations in planning, pre-construction,

construction, and maintenance. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

This practice/policy is applicable for all work zones. 

CONTACT(S):

Mike Gostovich, State Traffic Engineer, WYDOT

Telephone: (307) 777-4491

Larry Swanson, Traffic/Safety Engineer, FHWA, Wyoming Division

Telephone: (307) 772-2004, ext. 47

E-Mail: leonard.swanson@fhwa.dot.gov
Work Zone Best Practices Guidebook 

Page 313

262. WYOMING

BEST PRACTICE/POLICY: 

Study – Road Construction Safety Audit Procedure (University of Wyoming) 

DESCRIPTION OF THE BEST PRACTICE/POLICY:

Develop a safety audit procedure for WYDOT to use in evaluating alternatives for rural

Interstate reconstruction projects. This procedure is being developed by the University

of Wyoming under a research contract. 

REASON(S) FOR ADOPTING THE BEST PRACTICE/POLICY:

A formal process to select reconstruction alternatives based on a safety perspective

does not currently exist. 

BIGGEST BENEFIT(S) BEING REALIZED FROM THIS BEST PRACTICE/POLICY:

After this procedure is developed, WYDOT engineers will be able to systematically

compare and evaluate benefits, costs, and trade-offs of the various work zone and

traffic redirection alternatives. 

LOCATION AND TYPE(S) OF PROJECTS WHERE THIS PRACTICE/POLICY IS

MOST APPLICABLE/EFFECTIVE:

Reconstruction on rural freeways

CONTACT(S):

Mike Gostovich, State Traffic Engineer, WYDOT

Telephone: (307) 777-4491

Larry Swanson, Traffic/Safety Engineer, FHWA, Wyoming Division

Telephone: (307) 772-2004, ext. 47

E-Mail: leonard.swanson@fhwa.dot.gov

Dr. Eugene Wilson, Professor, University of Wyoming

Telephone: (307) 766-6743

E-Mail: wilsonem@uwyo.edu
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Work Zone Best Practices Guidebook 

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Topical Index

The topics listed below are drawn from the best practices contained in the Best

Practices Guidebook. The subtopics provide more specific guidance for identifying

specific best practices that relate to areas of interest. The reference numbers given for

each topic or subtopic are the best practices reference numbers (not page numbers).

Agency Work Zone Quality Improvement Strategies

Awards and Contests

77, 245, 246

Committees, Steering Groups, Tours, Workshops

11, 13, 34, 44, 68, 72, 73, 74, 76, 78, 236, 237, 240, 244, 247

Organizational Approaches

18

Strategy, Checklists, Surveys, Toolkits

15, 24, 30, 32, 33, 118, 249, 250, 251, 252

Analysis

Cost Analysis

1, 23, 80, 84, 102

Lane Closure Analysis

9, 10, 79, 93, 104

Traffic Analysis

16, 81, 83, 107

Value Engineering

114, 117

Community Involvement

Mitigating Negative Impacts on the Community

185

Public Relations/Media

53, 60, 100, 184, 189, 192, 194

Stakeholder Forums/Discussions

52, 63, 95, 96, 111, 242

Task Forces

12, 90, 260

Constructability Reviews

97, 98, 99, 105, 109, 112, 116, 152, 181

Construction Methods

7, 46, 143, 160, 163

Education/Outreach

Driver Education/Training

49, 58, 65, 70, 205

Public Outreach/Information Campaigns

36, 38, 50, 55, 56, 57, 61, 64, 66, 209, 256

Staff/Contractor Education and Training

51, 67, 69, 178, 180

Enforcement

43, 210, 211, 212, 213, 214, 215, 216, 217, 218, 258

Equipment

142, 162, 165, 167, 182, 233

Evaluation

14, 103, 125, 179, 238, 257
Work Zone Best Practices Guidebook 

Page 316

Incident Management

115, 140, 148, 151, 159, 164, 170, 172, 174, 175, 177, 193

Innovative Contracting

Contract Start or Duration

26, 39, 45, 47, 113, 119, 120, 121, 132, 136, 137, 138, 147

Contract Types

75, 122, 123, 124, 126, 127, 128, 129, 133, 135, 161

Lane Rental

130, 131, 134

Performance Warranties

153, 176

Multiple Projects/Corridors

Corridor Management

85, 86, 88, 91, 94

Multiple Project Coordination

2, 37, 40, 82, 92, 101, 186, 195, 199, 201

Public Relations

48, 59, 146, 190, 239

Research

235, 241, 248, 253, 254, 255, 259, 261, 262

Traffic Management Technologies

220, 227, 229, 234, 225, 232

Traffic Management/Control Planning and Application

Applications/Implementation

8, 89

Checklist, Strategies, Guidance, Performance Goals

4, 5, 20, 28, 29, 41, 42, 87, 106, 243

Roles and Responsibilities

25, 110, 154, 155

Traveler Information

Periodic Traveler Information

62, 71, 145, 171, 183, 187, 196, 197, 198, 200, 202, 204, 206, 207

Real-Time Traveler Information

54, 188, 191, 219, 221, 224, 226, 230, 231

Work Zone Lane Management

Design for Lane Closure

31, 158

Lane Closure Restrictions

3, 19, 21, 22, 35, 157, 208

Managing Lane Closure

144, 169, 223

Total Closure to Reduce Construction Time

27, 108, 166

Work Zone Speed Management

17, 149, 168, 203

Worker Safety

6, 139, 141, 150, 156, 173, 222, 228