User:Hoskir/Revision Request 4301

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Copy 616.3 Pedestrian and Worker Safety (MUTCD Chapter 6C)

616.3.1 Pedestrian and Worker Safety – General (MUTCD Section 6C.01)

Standard. The various TTC provisions for pedestrian and worker safety set forth in EPG 616 shall be applied by knowledgeable (for example, trained and/or certified) persons after appropriate evaluation and engineering judgment.

616.3.2 Pedestrian Considerations (MUTCD Section 6C.02)

Support. A wide range of pedestrians might be affected by TTC zones, including the young, elderly, and people with disabilities such as hearing, vision, or mobility. Pedestrians need a clearly delineated and usable travel path. Considerations for pedestrians with disabilities are addressed in EPG 616.3.3.

Guidance. Prior to closing a sidewalk or other pedestrian facility, the maintaining agency should advise users of the future closure.

Standard. If the TTC zone affects the movement of pedestrians, adequate pedestrian access and walkways shall be provided.

Option. If establishing or maintaining an alternate pedestrian route is not feasible during the project, an alternate means of providing for pedestrians may be used, such as adding free bus service around the project or assigning someone the responsibility to assist pedestrians with disabilities through the project limits.

If an existing pedestrian route is impacted by a short duration or a short-term stationary work zone that is attended with project personnel, establishing an alternate pedestrian route may not be necessary if the work can be stopped and pedestrians can navigate the work zone. Pedestrians may be delayed for a short period of time for project personnel to move equipment and material to facilitate passage. Work zone personnel may also provide assistance to pedestrians as necessary.

Support. Pedestrians are reluctant to retrace their steps to a prior intersection for a crossing or to add distance or out-of-the-way travel to a destination.

Guidance. The following three items should be considered when planning for pedestrians in TTC zones:

1. Pedestrians should not be led into conflicts with vehicles, equipment, and operations.
2. Pedestrians should not be led into conflicts with vehicles moving through or around the worksite.
3. Pedestrians should be provided with a convenient and accessible path that replicates as nearly as practical the most desirable characteristics of the existing sidewalk(s) or footpath(s).

A pedestrian route should not be severed and/or moved for non-construction activities such as parking for vehicles and equipment.

TTC zones should be designed to minimize conflicts between vehicular and pedestrian movements. Consideration should be made to separate pedestrian movements from both worksite activity and vehicular traffic. Unless an acceptable route that does not involve crossing the roadway can be provided, pedestrians should be appropriately directed with advance signing that encourages them to cross to the opposite side of the roadway. In urban and suburban areas with high vehicular traffic volumes, these signs should be placed at intersections (rather than midblock locations) so that pedestrians are not confronted with midblock worksites that will induce them to attempt skirting the worksite or making a midblock crossing.

Support. TA-28S and TA-29S show typical TTC device usage and techniques for pedestrian movement through work zones.

See EPG 616.28 for additional information regarding pedestrian movement through work zones.

Guidance. To accommodate the needs of pedestrians, including those with disabilities, the following considerations should be addressed when temporary pedestrian pathways in TTC zones are designed or modified:

1. Provisions for continuity of accessible paths for pedestrians should be incorporated into the TTC plan.
2. Access to transit stops should be maintained.
3. A smooth, continuous hard surface should be provided throughout the entire length of the temporary pedestrian facility. There should be no curbs or abrupt changes in grade or terrain that could cause tripping or be a barrier to pedestrians with disabilities. The geometry and alignment of the facility should meet the applicable requirements of the “U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.”
4. The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 inches throughout the entire length of the pedestrian pathway, a 60 x 60-inch passing space should be provided at least every 200 feet to allow individuals in wheelchairs to pass.
5. Blocked routes, alternate crossings, and sign and signal information should be communicated to pedestrians with vision disabilities by providing devices such as audible information devices or barriers and channelizing devices that are detectable to the pedestrians traveling with the aid of a long cane or who have vision disabilities.
6. When channelization is used to delineate a pedestrian pathway, a continuous detectable edging should be provided throughout the length of the facility such that pedestrians using a long cane can follow it. These detectable edgings should comply with the provisions of EPG 616.13.4.
7. Signs and other devices mounted lower than 7 feet above the temporary pedestrian pathway should not project more than 4 inches into accessible pedestrian facilities.

Support. Where pedestrians in TTC zones are routed on temporary pedestrian pathways, providing information in non-visual formats (such as accessible pedestrian signals with audible tones and/or speech messages, and vibrotactile surfaces) aids pedestrians with vision disabilities so they can navigate the temporary pathway. EPG 616.3.3 contains additional information on accessibility considerations in TTC zones. EPG 902.11.1 contains information on accessible pedestrian signals.

Option. Whenever it is feasible, the worksite may be closed off from pedestrian intrusion if doing so is determined to be preferable to channelizing pedestrians along the site with TTC devices.

Guidance. Fencing should not create sight distance restrictions for road users. Fences should not be constructed of materials that would be hazardous if impacted by vehicles. Wooden railing, fencing, and similar systems placed immediately adjacent to motor vehicle traffic should not be used as substitutes for crashworthy temporary traffic barriers.

Ballast for TTC devices should be kept to the minimum amount needed and should be mounted low to prevent penetration of the vehicle windshield.

Movement by work vehicles and equipment across designated pedestrian paths should be minimized and, when necessary, should be controlled by flaggers or other TTC. Staging or stopping of work vehicles or equipment along the side of pedestrian paths should be avoided, since it encourages movement of workers, equipment, and materials across the pedestrian path.

Access to the work space by workers and equipment across pedestrian walkways should be minimized because the access often creates unacceptable changes in grade, and rough or muddy terrain, and pedestrians will tend to avoid these areas by attempting non-intersection crossings where no curb ramps are available.

Option. A canopied walkway may be used to protect pedestrians from falling debris, and to provide a covered passage for pedestrians.

Guidance. Covered walkways should be sturdily constructed and adequately lighted for nighttime use.

When pedestrian and vehicle paths are rerouted to a closer proximity to each other, consideration should be given to separating them by a temporary traffic barrier.

If a temporary traffic barrier is used to shield pedestrians, it should be designed to accommodate site conditions.

Support. Depending on the possible vehicular speed and angle of impact, temporary traffic barriers might deflect upon impact by an errant vehicle. Guidance for locating and designing temporary traffic barriers can be found in Chapter 9 of the “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

Standard. Normal vertical curbing shall not be used as a substitute for temporary traffic barriers when temporary traffic barriers are needed.

Option. Temporary traffic barriers or longitudinal channelizing devices may be used to discourage pedestrians from unauthorized movements into the work space. They may also be used to inhibit conflicts with vehicular traffic by minimizing the possibility of midblock crossings.

Support. A major concern for pedestrians is building construction encroaching onto the contiguous sidewalks, which forces pedestrians off the curb into direct conflict with moving vehicles.

Guidance. If a significant potential exists for vehicle incursions into the pedestrian path, pedestrians should be rerouted or temporary traffic barriers should be installed.

Support. TTC devices, temporary traffic barriers, and wood or chain link fencing with a continuous detectable edging can satisfactorily delineate a pedestrian path.

Guidance. Tape, rope, or plastic chain strung between devices should not be used as a control for pedestrian movements because they are not detectable and are therefore not accessible to and usable by individuals with disabilities.

In general, pedestrian routes should be preserved in urban and commercial suburban areas. Alternative routing should be discouraged.

The highway agency in charge of the TTC zone should regularly inspect the activity area so that effective pedestrian TTC is maintained.

616.3.3 Accessibility Considerations (MUTCD Section 6C.03)

Support. Additional information on the design and construction of accessible temporary facilities is found in the “Guidelines for Accessible Pedestrian Signals (NCHRP Web-Only Document 117B),” 2008 Edition (TRB) and the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

Where pedestrians are detoured to a temporary traffic control signal, an accessible pedestrian signal (see EPG 902.11) provides information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street along the alternate route.

Guidance. Adequate provisions should be made for pedestrians with disabilities. The extent of needs for such provisions should be determined through engineering judgment or by the individual responsible for each TTC zone situation.

Standard. When existing pedestrian facilities are disrupted, closed, or relocated in a TTC zone, the temporary facilities shall be detectable and include accessibility features consistent with the features present in the existing pedestrian facility. A barrier that is detectable by a person with a vision disability traveling with the aid of a long cane shall be placed across the full width of the closed pedestrian facility.

Support. Maintaining a detectable, channelized pedestrian route is much more useful to pedestrians with vision disabilities than closing a walkway and providing audible directions to an alternate route involving additional crossings and a return to the original route. Braille is not useful in conveying such information because it is difficult to find. Audible instructions might be provided, but the extra distance and additional street crossings might add complexity to a trip.

Guidance. Because printed signs and surface delineation are not usable by pedestrians with vision disabilities, blocked routes, alternate crossings, and sign and signal information should be communicated to pedestrians with vision disabilities by providing audible information devices, tactile and/or vibrating surface devices, and barriers and channelizing devices that are detectable to pedestrians traveling with the aid of a long cane or who have vision disabilities.

Support. The most desirable way to provide information to pedestrians with vision disabilities that is equivalent to visual signing for notification of sidewalk closures is a speech message provided by an audible information device. Devices that provide speech messages in response to passive pedestrian actuation are the most desirable. Other devices that continuously emit a message, or that emit a message in response to use of a pushbutton, are also acceptable. Audible information devices might not be needed if detectable channelizing devices make an alternate route of travel evident to pedestrians with vision disabilities.

Guidance. If a pushbutton is used to provide equivalent TTC information to pedestrians with vision disabilities, the pushbutton should be equipped with a locator tone to notify pedestrians with vision disabilities that a special accommodation is available, and to help them locate the pushbutton.

616.3.4 Worker Safety Considerations (MUTCD Section 6C.04)

Support. Equally as important as the safety of road users traveling through the TTC zone is the safety of workers. TTC zones present temporary and constantly changing conditions that are unexpected by road users. This creates an even higher degree of vulnerability for workers on or near the roadway.

Maintaining TTC zones with road user flow inhibited as little as possible, and using TTC devices that get the road users’ attention and provide positive direction are of particular importance. Likewise, equipment and vehicles moving within the activity area create a risk to workers on foot. When possible, the separation of moving equipment and construction vehicles from workers on foot provides the operators of these vehicles with a greater separation clearance and improved sight lines to minimize exposure to the hazards of moving vehicles and equipment.

Guidance. The following are the key elements of worker safety and TTC management that should be considered to improve worker safety:

1. Training—all workers should be trained on how to work next to motor vehicle traffic in ways that minimize their vulnerability. Workers having specific TTC responsibilities should be trained in TTC techniques, device usage, and placement.
2. Temporary Traffic Barriers—temporary traffic barriers should be placed along the work space depending on factors such as lateral clearance of workers from adjacent traffic, speed of traffic, duration and type of operations, time of day, and volume of traffic. See EPG 616.13 Other Temporary Traffic Control Zone Design Features and Safety Devices (MUTCD Chapter 6M) for additional information about temporary traffic barriers.
3. Speed Management—reducing the speed of vehicular traffic, mainly through regulatory speed zoning, funneling, lane reduction, and/or the use of speed safety cameras, uniformed law enforcement officers or flaggers should be considered. See EPG 616.22 for additional information about Law Enforcement Services for work zones.
4. Activity Area—operations entering and departing the work space, and within the work space, should be planned to minimize backing maneuvers by construction vehicles and equipment to minimize the risk of run-over and back-over crashes.
5. Worker Safety Planning—a trained person designated by the employer should conduct a basic hazard assessment for the worksite and job classifications required in the activity area. This safety professional should determine whether engineering, administrative, or personal protection measures should be implemented. This plan should be in accordance with the Occupational Safety and Health Act of 1970, as amended, “General Duty Clause” Section 5(a)(1) - Public Law 91-596, 84 Stat. 1590, December 29, 1970, as amended, and with the requirement to assess worker risk exposures for each job site and job classification, as per 29 CFR 1926.20 (b)(2) of “Occupational Safety and Health Administration Regulations, General Safety and Health Provisions.”
6. Safety Apparel (see EPG 616.3.5).

Option. The following are additional elements of TTC management that may be considered to improve worker safety:

1. Shadow Vehicle—in the case of mobile and constantly moving operations, such as pothole patching and striping operations, a shadow vehicle, equipped with appropriate lights and warning signs, may be used to protect the workers from impacts by errant vehicles. The shadow vehicle may be equipped with a rear-mounted impact attenuator. For additional information see EPG 612 Impact Attenuators and EPG 616.13 Other Temporary Traffic Control Zone Design Features and Safety Devices (MUTCD Chapter 6M).
2. Road Closure—if alternate routes are available to handle road users, the road may be closed temporarily to facilitate project completion and thus further reduce worker vulnerability.
3. Law Enforcement Use—in highly vulnerable work situations, particularly those of relatively short-duration, law enforcement units may be stationed to heighten the awareness of passing vehicular traffic and to improve safety through the TTC zone.
4. Lighting—for nighttime work, the TTC zone and approaches may be lighted.
5. Special Devices—these include rumble strips, changeable message signs, hazard identification beacons, and flags. Intrusion warning devices may be used to alert workers to the approach of errant vehicles.

Support. Judicious use of the special devices described in Item E in the preceding paragraph might be helpful for certain difficult TTC situations, but misuse or overuse of special devices or techniques might lessen their effectiveness.

616.3.5 High-Visibility Safety Apparel (MUTCD Section 6C.05)

Support. MoDOT has unique requirements for safety apparel that exceed MUTCD criteria. MoDOT requirements are included in this article. A graphical representation of personal protective equipment is available.

Standard. For daytime activity, all workers, including emergency responders, within the right-of-way who are within the TTC zone shall wear high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Safety Apparel and Headwear,” or equivalent revisions, except as provided in the first Option paragraph below. For daytime activity, all workers shall wear a hard hat, safety glasses, a Performance Class 3 top or a Performance Class 2 top, and safety footwear. A person designated by the employer to be responsible for worker safety shall make the selection of the appropriate class of garment.

For nighttime activity, all workers, including emergency responders, within the right-of-way who are within the TTC zone shall wear high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Safety Apparel and Headwear,” or equivalent revisions, except as provided in the first Option paragraph below. For nighttime activity, all workers shall wear a hard hat, safety glasses, a Performance Class 3 top OR a Performance Class 2 top and a Class E bottom, and safety footwear. A person designated by the employer to be responsible for worker safety shall make the selection of the appropriate class of garment.

MoDOT employees shall wear personal protective equipment (PPE) appropriate for each hazard. The department will provide required protective equipment for use by the employees. Supervisors shall control the issuance and replacement of this equipment. When PPE is furnished to the employee, it is the responsibility of the employee to use and maintain it as specified by MoDOT and the manufacturer.

The apparel background (outer) material color shall be fluorescent orange-red, fluorescent yellow-green, or a combination of the two as defined in the ANSI standard. The retroreflective material shall be orange, yellow, white, silver, yellow-green, or a fluorescent version of these colors.

When uniformed law enforcement personnel are used to direct traffic, to investigate crashes, or to handle lane closures, obstructed roadways, and disasters, high-visibility safety apparel as described in this article shall be worn by the law enforcement personnel.

Option. Emergency and incident responders and law enforcement personnel within the TTC zone may wear high-visibility safety apparel that meets the performance requirements of the ANSI/ISEA 207-2006 publication entitled “American National Standard for High-Visibility Public Safety Vests,” or equivalent revisions, and labeled as ANSI 207-2006, in lieu of ANSI/ISEA 107-2015 apparel.

Standard. Except as provided in the Option paragraph below, firefighters or other emergency responders working within the right-of-way shall wear high-visibility safety apparel as described in this article.

Option. Firefighters or other emergency responders working within the right-of-way and engaged in emergency operations that directly expose them to flame, fire, heat, and/or hazardous materials may wear retroreflective turn-out gear that is specified and regulated by other organizations, such as the National Fire Protection Association.

Standard. For flagger wear during nighttime activity, high-visibility safety apparel that meets the Performance Class 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Apparel and Headwear,” or equivalent revision, and labeled as meeting the ANSI 107-2015 standard performance for Class 3 risk exposure shall be worn.

For nighttime activity, all flaggers shall also wear a high visibility/reflective hard hat, safety glasses, a Performance Class 3 top, and a Class E bottom or a Performance Class 2 top and a Class E bottom, and safety footwear. Hard hats other than high-visibility/reflective orange or green hard hat shall be covered with a high visibility orange or green covering.

For flagger wear during daytime activity, high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Apparel and Headwear,” or equivalent revision, and labeled as meeting the ANSI 107-2015 standard performance for Class 3 risk exposure shall be worn. For daytime activity, all flaggers shall also wear a high-visibility hard hat, safety glasses, a Performance Class 3 top or a Performance Class 2 top, and safety footwear. Hard hats shall be high-visibility/reflective.

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Copy 616.13 Other Temporary Traffic Control Zone Design Features and Safety Devices (MUTCD Chapter 6M)

616.13.1 General (MUTCD Section 6M.01)

Support. Although certain devices and design features, such as lighting, barriers, dividers, crash cushions, and screens, are sometimes used in TTC zones to supplement traffic control devices or enhance traffic operations or safety for road users, they are not considered to be traffic control devices. The following Sections describe the most commonly used devices and design features. EPG 911 (MUTCD Section 1D.04) contains additional information about these devices and design features.

616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02)

Support. Temporary traffic barriers, including portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants, and to protect workers, bicyclists, and pedestrians.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

Additional information for temporary traffic barriers is located in EPG 617, Specifications Section 617, Standard Plan 617.20, and Standard Plan 619.10.

Standard. At a minimum, agencies shall use positive protection devices in work zones with high anticipated operating speeds that provide workers no means of escape from motorized traffic intruding into the workspace unless an engineering study determines otherwise. An engineering study shall include analysis based on the Work Zone Positive Protection Analysis Worksheet and follow definition under EPG 911 in the Definitions of Words and Phrases Used in this Manual (MUTCD Section 1C.02).

Positive protection devices shall be considered in other situations that place workers at increased risk from motorized traffic, and where positive protection devices offer the highest potential for increased safety for workers and road users.

Considerations for positive protection shall include, but are not limited to, the following circumstances:

1. Work zones on roadways that provide workers no means of escape. In the context of this article, “no means of escape” refers to situations where workers are unable to get out of the path of moving motorized traffic, for example, when working inside tunnels or on bridges where there’s no alternate route or safe exit from passing vehicles;
2. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
3. Projects with work zone operating speed limits of greater than 45 mph, especially when combined with high traffic volumes;
4. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
5. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:

1. Roadway excavation edge drop-offs (refer to Standard Plan 619.10), and
2. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

When analyzing the use of positive protection and temporary traffic barrier, use the Work Zone Positive Protection Analysis Worksheet.

Guidance. Temporary traffic barrier should be considered for long-term bridge repair work.

Support. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on Standard Plan 617.20 and stated in Specifications Section 617. Delineators pay items are used only to retrofit existing permanent concrete traffic barrier.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

Option. Temporary traffic barriers may be used to separate two-way vehicular traffic.

Standard. Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy (see definition in EPG 911 (MUTCD Section 1C.02)).

Short intermittent segments of temporary traffic barrier shall not be used because they nullify the containment and redirective capabilities of the temporary traffic barrier, increase the potential for serious injury both to vehicle occupants and pedestrians, and encourage the presence of blunt leading ends. Adjacent temporary traffic barrier segments shall be properly connected in order to provide the overall strength required for the temporary traffic barrier to perform properly.

Guidance. Appropriate channelizing devices and pavement marking should always be used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance should be provided between the edge of the driving lane and the barrier. A longitudinal buffer area should be provided between the channelizer taper and the barrier taper.

Support. Temporary traffic barrier includes portable concrete, portable steel, or movable barrier which can all be moved laterally and/or longitudinally when needed and/or from site to site. More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO and EPG 617.1.

616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)

Standard. Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

Option. A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

Guidance. Temporary raised islands should have the basic dimensions of 4 inches high by at least 12 inches wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

Standard. At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60-inch wide passageway for the crossing pedestrian.

616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)

Support. Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with vision disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

Guidance. A continuously-detectable edging should be provided throughout the length of a temporary pedestrian facility such that it can be followed by pedestrians using long canes for guidance. This edging should extend at least 8 inches above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2 inches above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

Support. Examples of detectable edging for pedestrians include:

1. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
2. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
3. Sections of lumber interconnected and fixed in place to form a continuous edge.
4. Formed-in-place asphalt or concrete curb.
5. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
6. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
7. Chain link or other fencing equipped with a continuous bottom rail.

Guidance. Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

616.13.5 Crash Cushions (MUTCD Section 6M.05)

Support. Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, shadow vehicles, and other obstacles. Specific information on the use of crash cushions can be found in “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

See EPG 617.1 and EPG 612.1.

Standard. Crash cushions shall be crashworthy (see definition in EPG 911 (MUTCD Section 1C.02)). They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

Support. Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects, and other obstacles.

Standard. Stationary crash cushions shall be designed for the specific application intended.

An approved crash cushion shall be installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion shall be installed on the upstream end for divided facilities, and on both ends for all two-way facilities.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of shadow trucks and shall be used in accordance with the manufacturer’s specifications. If used, the shadow vehicle with the attenuator shall be located in advance of the work area, workers, or equipment to reduce the severity of rear-end crashes from errant vehicles.

Support. See EPG 612 for the use of protective vehicle and truck/trailer-mounted attenuators.

Trucks or trailers are often used as shadow vehicles to protect workers or work equipment from errant vehicles. These shadow vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating, or strobe lights and are located properly in advance of the workers and/or equipment that they are protecting. However, these shadow vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck-mounted attenuators.

Guidance. The shadow truck should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the shadow truck and strike the protected workers and/or equipment.

Support. Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

616.13.6 Temporary Transverse Rumble Strips (MUTCD Section 6M.06)

Support. Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

Temporary rumble strips (see JSP-13-04) are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

Standard. If the color of a transverse rumble strip used within a travel lane is not the color of the pavement, the color of the rumble strip shall be orange.

When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with Figure 616.13.6.1 on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

616.13.6.1 Temporary Rumble Strips for Work Zones

Standard. Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted.

Guidance. If the project is a long-term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

Support. When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in JSP-13-04.

616.13.6.2 Placement of Temporary Rumble Strips for Work Zones

Support. Generally, temporary rumble strips are placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

Standard. Temporary rumble strips shall be placed perpendicular to traffic.

Guidance. The following information is applicable to temporary long-term rumble strips, except where noted.

1. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
2. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
3. Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
4. Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
5. Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips should be considered if constant maintenance is required.
6. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.
Standard. Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.



Figure 616.13.6.1 Temporary Rumble Strip Placement



Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals



Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway

616.13.7 Screens (MUTCD Section 6M.07)

Support. Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

See EPG 617.1 for additional information.

Guidance. Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

Option. Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

Guidance. Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

616.13.8 Lighting for Night Work (MUTCD Section 6M.08)

Support. Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see EPG 616.14.18).

Guidance. When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night, and periodically. Lighting should be sufficient so as to give road users the capability to identify a worker as a person. Care should be taken to minimize the potential for shadows to conceal workers within the work area.

Support. Desired work area illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot candles.

Option. Typical work area lighting installations may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting.

Support. Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

Option. Temporary fixed lighting may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, temporary signals, islands temporary bypasses, and crossovers. Temporary fixed lighting may also be considered for areas of potential conflict, such as temporary ramps, intersections, and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night.

Guidance. When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting should be considered in lieu of work zone lighting.

Standard. If temporary fixed lighting is used, it shall be designed and shown in the plans.

Support. Refer to Specifications Section 901 for roadway lighting requirements and EPG 901 for lighting design.

Standard. Except in emergency situations, flagger stations shall be illuminated at night.

616.13.8.1 Fleet Lighting

Support. Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

Standard. Except as provided in the following paragraph, all work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone.

Option. Vehicles and pieces of equipment may operate without warning lights activated if the vehicles and equipment are located within a workspace delineated by channelizers or protected by a temporary traffic barrier. For this situation, activation of the lights is not required.

Support. For Maintenance lighting requirements, see EPG 616.31. For construction projects see EPG 616.23.







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Copy 616.19 Work Zone Capacity, Queue and Travel Delay

When lane closures are required for road construction, rehabilitation, or maintenance activities, the capacity of the roadway may be greatly reduced. Capacities differ for interstates, freeways, multiple-lane routes and two-lane roadways due to the number of closed lanes, how the project will affect the surrounding roadways, and geometrics of the roadway. When the reduction is too great the traveling public may experience unacceptable travel delays through the work zone, vehicles queuing (a line of vehicles) upstream of the work zone and possible frustration of the motorist.

Typical estimation for capacity restriction is outlined below:

616.19.1 Roadway Capacities

616.19.2 Capacity Databases

• Average Annual Daily Traffic (AADT) Map
• Traffic Segment Hourly Volume (TSHV) Table

616.19.3 Urban and Rural Significant Projects with Major Surrounding Network Systems

616.19.4 Interstate, Freeways and Multi-lane Roadways

616.19.1 Roadway Capacities

Interstates and Freeways

Interstates and freeways are high volume multiple-lane routes divided by medians. These routes carry the largest volumes of traffic, and depending on the number of lanes, can affect thousands of vehicles per hour. By using the appropriate work zone guidelines on these roadways, the biggest work zone improvements can be made. The Highway Capacity Manual provides traffic-capacity information for urban freeway work zones. This information may also be used for rural freeways and interstates.

The most common interstate and freeway work zone situation in Missouri is on a route with two lanes per direction, with one closed lane. This results in a maximum traffic capacity of 1,240 vehicles per hour. Strategies to reduce effects on the motoring public should be considered when traffic volumes approach 1,000 vehicles per hour per lane.

Where there are three lanes in one direction and one is closed, or where there are four lanes with one or two of those closed, the open-lane capacity is approximately 1,450 vehicles per hour. Strategies to reduce effects on the motoring public should be considered when traffic volumes approach 75 percent of the restricted capacity, or 1,100 vehicles per hour. Where there are three lanes in one direction and two are closed, the maximum capacity is approximately 960 vehicles per hour and strategies should be considered when traffic volumes approach 750 vehicles per hour per lane.

The greatest traffic reductions per lane occur when the situation is most restricted. For instance, if there are five lanes in one direction and three are closed, the capacity of the two open lanes is 1,320 vehicles per hour per lane. Strategies to reduce effects on the motoring public should be considered when volumes approach 75 percent of the restricted capacity, or 1,000 vehicles per hour per lane.

Multilane Roadways

Multilane roadways also have more than one lane per direction, however, because most do not have medians, they must be treated differently than interstates and freeways.

The work zone capacity of multilane roadways is approximately 1,000 vehicles per hour per lane. Strategies to reduce effects on the motoring public should be considered when volumes approach 80 percent, or 800 vehicles per hour per lane.

Two-lane Two-way Roadways

Work zones for two-lane two-way roadways need to be reviewed on a case-by-case basis. Although these routes have the lowest traffic volumes, they also do not have medians and may have narrower shoulders and more curves than higher-volume routes.

Strategies to reduce effects on the motoring public should be considered when volumes approach 600 vehicles per hour per lane.

Interstate & Freeway Lane Conditions		Capacity Restrictions		Cautionary Zone
Total Number of Lanes	Number of Open Lanes	Vehicles per Hour per Lane	Total Capacity in Open Lanes	Vehicle per Hour per Lane	Total Capacity in Open Lanes
3	1	960	960	750	750
2	1	1240	1240	1000	1000
5	2	1320	2640	1000	2000
4	2	1420	2840	1100	2200
3	2	1430	2860	1100	2200
4	3	1480	4440	1100	3300

616.19.2 Capacity Databases

The cautionary zone is a triggering point for a review of the location or area the work will be performed. Normally, there should not be a capacity or travel delay concern, but due to history, narrow lanes, climbing grades, etc., the capacity may be reduced to a level of concern for delays or queuing. If there is a queuing or delay concern, work may be required to be performed during off-peak hours (i.e., nighttime and/or weekends) when necessary.

When the hourly volume reaches the capacity restriction level, work should be scheduled during off-peak hours. Off-peak hours could consist of the time between rush-hour, per example; some locations only work between the hours of 9 am and 3pm. It may be beneficial to take advantage of nighttime or weekend hours due the lower volume of traffic in certain locations as long as worker safety will not be compromised by lower visibility or night time conditions.

Due to different types of work, there may be times when lane closures are necessary during the hours exceeding the Capacity Restriction levels. The TSHV table does not provide information about possible delays or queuing of traffic due to capacity restrictions.

Over the years, software programs have been developed to estimate the length of vehicles queued upstream from the work zone taper. The queue length is normally calculated in miles. The queue length is based on the number of vehicles in the number of open lanes upstream of the work zone taper. These software programs may also provide an estimate of travel delays in minutes.

Average Annual Daily Traffic (AADT) Map

The Average Annual Daily Traffic Map is an interactive map showing AADT by direction for the past five years, including the ability to click on a segment and see the breakdown by vehicle class as well as traffic daily volumes.

To help personnel to look up traffic volume for a road, the DataZone Traffic Toolbox Average Annual Daily Traffic Map was developed to easily review the Traffic Daily Volume. Directions of how to use Toolbox.

Traffic Segment Hourly Volume (TSHV) Table

The Traffic Segment Hourly Volume (TSHV) table provides time periods when lane closures are in a cautionary zone or a capacity restriction, which are color coded blue and red, respectively.

To help MoDOT personnel view capacity restrictions and cautionary zones, the Transportation Management System (TMS) provides the restrictions in a color coded Traffic Segment Hourly Volume (TSHV) table. Directions of how to use the TSHV table are available.



Fig. 616.19.2, Traffic Segment Hourly Volume Table: I-70 Eastbound Example.

616.19.3 Urban and Rural Significant Projects with Major Surrounding Network Systems

Depending on the location and duration, urban and rural significant projects may entail an in-depth analysis of the surrounding network of roads. Due to the complexity, project analysis of these larger projects should start as early in the planning phase as practical. With early analysis, the planner or designer can make an appropriate cost estimate for traffic management to the early budget requests and the appropriate temporary traffic control devices to mitigate possible traffic concerns. Various traffic analysis tools and techniques can be utilized to evaluate these situations. The district Traffic staff should be able to help determine an appropriate analysis methodology and support any technical analysis to determine the potential work zone impacts.

616.19.4 Interstate, Freeways and Multi-lane Roadways

Due to MoDOT’s large highway system, interstate, freeway, and multi-lane work zones may be located anywhere from the rural and urban areas to the flat and hilly terrain. Normally, these roadways have larger volumes and higher speed limits. When volumes exceed the capacity restriction level, ideally work should be performed when the volumes are lower, such as, off-peak, nighttime, weekends, etc. However, there are times when work has to be performed through the capacity restriction time periods, due to the type of work, longevity of the project, worker safety, etc. Whenever a lane closure is performed during the capacity restriction time period, a potential for queuing and delays may occur. To assist the planner, designer, construction inspector, contractor work zone specialist, and maintenance personnel, the University of Missouri-Columbia has helped develop a user-friendly software program, MoDOT Work Zone Impact Analysis Spreadsheet, to provide an estimate of queues and delays to the traveling public. The Spreadsheet has been expanded to include recommendations on Advanced Work Zone and Contract Time Acceleration Strategies. It is recommended for use early in the life cycle of project development to ensure that funding for these strategies is considered early in the planning stage. The Work Zone Impact Analysis Spreadsheet Directions provide guidance on how to use the spreadsheet.

For contract projects, work zone capacity should be analyzed early in the planning and design stages so enough time will be provided for designing the work zone and budgeting for possible use of advance warning strategies. Smart work zone strategies can also be considered at this stage. The purpose of Work Zone Intelligent Transportation Systems (WZITS) is to provide information to the traveling public in advance of delays, stopped traffic, and traffic crashes. They also can provide alternate routes to minimize impact of these occurrences. The spreadsheet also gives recommendations on smart work zone strategies to include.

Instructional videos on how to use the smart work zone functions of the spreadsheet are listed below:

• WZITS Strategy Weighting
• WZITS Adding a Category
• WZITS General Use

Additional information on Work Zone Intelligent Transportation Systems (WZITS) can be found in EPG 616.19.6.3 Work Zone Intelligent Transportation Systems (WZITS) Strategy Selection.

For maintenance projects, history may have shown locations that do not queue or delay due to the type and location of work, percentage of trucks, etc. If the work area has not shown queue and delays, the spreadsheet analysis may not be warranted.

MoDOT Work Zone Impact Analysis Spreadsheet

To provide user friendly features, the spreadsheet uses an excel database program, which requires a limited amount of data from the user. The spreadsheet has color-coded (blue, orange and yellow) fields that require information which can be obtained from the TMS database. This impact analysis spreadsheet should be completed in the initial stages of core team meetings to ensure that WZITS are considered as part of the scoping process.

The spreadsheet consists mainly of two parts: existing conditions and work zone details. When calculating the capacity of the work zone, the program accounts for different factors that affect the capacity (ex. location of workers and/or equipment to the travel lane, travel lane width, and number of trucks). The spreadsheet is used to calculate the queue lengths, delay of travel, and cost of the travel delay based on the estimated capacity.

616.19.4.1 Work Zone Capacity Adjustment

Studies have shown the location of the physical work (workers/equipment) to the traveling public may adjust the base work zone capacity (1600 passenger car/hour/lane) as much as ±10%. The MoDOT Work Zone Impact Analysis Spreadsheet provides capacity based on worker/equipment proximity, worker protection, or moving traffic away from the work area (ramp by-pass, crossover on divided highway).

616.19.4.2 Travel Lane Width

Reducing the travel lane width will reduce the free-flow speed, which will cause a decrease capacity through the work zone. Currently, speeds are not used to estimate capacity within the work zone, but an adjustment factor is used to calculate the capacity based on the different lane widths. The MoDOT Work Zone Impact Analysis Spreadsheet includes a reduction factor based on the travel lane width.

616.19.5 Capacity Restriction for Different Climbing Grades

Interstates, freeways, and multi-lane roadways with a continuous climbing grade may reduce the work zone roadway capacity, especially when large percentages of heavy vehicles (trucks, buses, RV, etc.) are present. If the grades are steep and long enough, the heavier vehicles speed may be reduced to a “crawl” speed.

Due to the length and weight of the larger vehicles, they cannot be compared with passenger vehicles (cars/small trucks). Large vehicles are normally calculated as equivalent trucks.

616.19.6 Capacity Guidelines for Ramps

Ramps located near work zones may disrupt traffic flow due to the interaction of traffic entering or exiting the on/off ramps.

The MoDOT Work Zone Impact Analysis Spreadsheet does not address individual ramps. If the work zone is located 500 ft. upstream or downstream of the on/off ramps, the TMS hourly volume should be based on the highest upstream or downstream volumes from the ramp.

Closing ramps may be an option to reduce the volume into the work zone, which may relieve queuing and delay concerns. When closing ramps, the traveling public should have a detour route.

616.19.7 Travel Delay or Travel Time

Travel delay or increased travel time may be calculated within the different work zone software. There may be times queue lengths and travel delays develop on projects that were not calculated within the software programs.

When delays occur in the field, delay time may be calculated by the following equation:

Delay Time = T_wz - T_p

Where:

T_wz = Time to travel through WZ.

T_p = Time to travel through area at posted WZ speed limit or at the reduced level of capacity.

Project personnel will determine these travel times and update DMS/CMS messages, as needed, at regular intervals and as conditions change. Possible methods to estimate travel times include:

• driving the limits of the work zone,
• establishing times based on predetermined queue lengths,
• monitoring travel times of vehicles traveling through the work zone or
• automated means.

The spreadsheet, Travel Time for Work Zones, calculates the delay time within the advance warning area or the activity area (buffer and work space and end taper). You are invited to field test Travel Time for Work Zones and forward your comments to Highway Safety and Traffic Division – Work Zone Section.

616.19.8 Advance Warning and Advanced Work Zone Traffic Strategy Selection

Below are several examples of strategies to inform the public or reduce work zone queues and delays, but they are not all inclusive.

616.19.8.1 Temporary Traffic Control Devices

Proper set-up of the temporary traffic control (TTC) devices is designed to provide the maximum safety and mobility through a work zone. Through the years, studies have been conducted to design the different components of the work zone. There are times (geometrics of roadway, etc.) when the work zone may have the speed limit reduced, but the amount of spacing and location of the TTC devices should be based on the posted speed limit (before the work zone).

616.19.8.2 Changeable Message Signs (CMS) and Dynamic Message Signs (DMS)



CMS are portable signs and DMS are stationary signs both of which are capable of displaying several messages in a sequence and display pertinent traffic operational and guidance information as well as advising drivers of unexpected work zone traffic and routing conditions.

CMS and/or DMS depending on the location may alleviate driver frustration with queues and delays by informing the traveling public with pertinent information.

When used, distance to end of work zone, in miles, with estimated travel times, in five-minute increments, will be displayed on a properly delineated CMS or DMS board. These boards will be located in advance of any potential traffic queue. Additional boards may be used as needed. The recommended display for these messages is as follows:



Unless travel time is provided through automated means, CMS and DMS boards will display the following recommended messages when workers are not present and traffic delay can be expected.



CMS and DMS boards may display traffic or work zone related messages instead of being blank (or turned off), when workers are not present, no traffic delay can be expected, and travel time is not provided through automated means.

616.19.8.3 Work Zone Intelligent Transportation Systems (WZITS) Strategy Selection

Through the years, the advancement of technology has produced a variety of strategies and techniques to provide improved warning and real-time work zone traffic information to the traveling public. MoDOT is committed to providing safe and efficient movement of traffic through work zones and protecting workers within the work zones.

The MoDOT Work Zone Impact Analysis Spreadsheet has been enhanced to also provide guidance in the selection of the appropriate work zone intelligent transportation systems (WZITS) strategies (listed below) for a given work zone. The enhancements to the spreadsheet also include preliminary cost estimates for each WZITS strategy. This was done as part of MoDOT’s TSMO initiative. More information about TSMO can be found in EPG 909 Transportation Systems Management and Operations.

The Work Zone Management Guidebook has additional information for each WZITS Strategy.

To ensure the safety of traffic and workers in work zones, the enhanced Work Zone Impact Analysis Spreadsheet should be utilized during the project planning and scoping phase of project development. Performing this exercise at this stage allows for the appropriate strategies and costs to be included in the project scope and STIP.

Work Zone Intelligent Transportation Systems (WZITS) Strategy Descriptions

• Construction Vehicle Warning System
• Dynamic Late (Zipper) Merge System
• Queue Warning System
• Road Closure
• Speed Warning System
• Temporary Rumble Strips
• WZITS and Temporary Traffic Incident Management System
• Travel Time Advisory System
• Travel Time Advisory System with Alternate Routes

616.19.8.3.1 Construction Vehicle Warning System

One of the crucial aspects of the establishment and maintenance of a work zone is safe access and egress points for construction vehicles. These points are key determinants when it comes to ensuring the safety of both the traveling public and construction workers on a project.

The usage of detectors and CMS helps in notifying the motorists when a construction vehicle is planning to enter or exit from work zones. This display of messages can prepare travelers for a slowdown or potential merging conflicts due to construction vehicles. These warnings also reduce the frequency of incidents where motorists following work vehicles. See Construction Vehicle Warning System JSP for additional specifications for this WZITS tool.

616.19.8.3.2 Dynamic Late Merge/Zipper Merge

One strategy that is available for 4-lane divided facilities in heavily congested areas (volumes greater than 1500 vehicles per hour) is the Dynamic Late Merge, which is more commonly referred to as the Zipper Merge. The Zipper Merge can increase work zone safety by reducing queue lengths. The Zipper Merge JSP contains all of the specifications for this WZITS tool along with the Dynamic Late Merge/Zipper Merge Figure showing the standard layout of the merge along with the appropriate messaging.

The Zipper Merge system should be considered for temporary traffic control situations where a lane closure reduces the mainline roadway from two continuous lanes to one lane. Considerations include the estimated traffic volumes, duration of the lane closure, the effects of congestion, and large traffic queues at the project location.

The Zipper Merge system should be considered for deployment as part of a project’s temporary traffic control plan when the following conditions are anticipated:

• The lane closure will be in place for 2 or more days in a static work zone i.e. not in a mobile operation.
• The traffic volumes exceed 1500 vehicles/hour for at least 2 hours per day.
• During congested periods, the estimated traffic queue lengths (without the zipper merge implemented) will potentially encroach on upstream intersection/interchange operations.

616.19.8.3.3 Queue Warning System

A Queue Warning system is used to inform travelers about upcoming congested or stopped traffic conditions. The queue warning system informs drivers of an impending traffic situation and to avoid emergency braking and queue-related collisions.

This system typically consists of roadside sensors and Changeable Message Signs (CMS) placed upstream of the work zone. The basic principle of this system is when sensors detect slowing or stopped vehicles, it sends signals to the CMS where warning signs are displayed advising travelers about an impending traffic queue. The sensors and CMS should be placed in such a way that if the queue reaches within 1-2 miles (based on the speed and length of work zone) of the CMS, it should start displaying the warning signs alerting the approaching motorists of queue conditions. See Queue Warning System JSP for additional specifications for this WZITS tool.

616.19.8.3.4 Temporary Rumble Strips

Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are comprised of a series of raised elongated bumps placed upon the surface of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone. See Temporary Long-Term Rumble Strips JSP for additional specifications for this WZITS tool.

616.19.8.3.5 Speed Warning System

The regulation of speed during construction is necessary to maintain travelers’ and workers’ safety. Speed warning systems are speed displays using intelligent transportation system (ITS) technologies to give the driver information about their speed as well as the posted advisory speed. The speed displays are portable and can be used in the work zone wherever excessive speeding is a problem.

616.19.8.3.6 Work Zone Intelligent Transportation System and Temporary Traffic Incident Management System

Through the years, the advancement of technology has produced WZITSs that can provide real-time data to the traveling public.

Instead of having a person being present to change the CMS or DMS through notification, the WZITS may be equipped with sensors, communication technology, computers, internet connection, etc. This technology can collect traffic volume, speed, etc. and then provide the traveling public with the accurate real-time information for the work zone.

The nonstandard Work Zone Intelligent Transportation System JSP is available as a guide for use in a project.

A WZITS will improve detection in work zones, both by use of CCTV cameras and traffic sensors to monitor traffic flow and determine problem areas.

The prompt detection and clearance of traffic incidents in a work zone aids in avoiding secondary crashes and minimizes associated delays.

A Temporary Traffic Incident Management (TTIM) system can be defined as the coordinated, preplanned use of technology, processes, and procedures to reduce the duration and impact of incidents in a work zone. By significantly reducing the time to assess the incident details and needs, and to notify the appropriate responders, the clearing of the incident will be performed much more expediently.

616.19.8.3.7 Travel Time Advisory System

A travel time advisory system consists of travel times through a work zone. Travelers seek accurate, timely, and reliable information regarding their travel routes in a convenient form. Apart from benefitting the individual motorist, travel time information can lead to system-wide benefits when many users respond in a predictable way to the information they received.

The benefits of travel time information for work zones include less stressful conditions for the motorists and more predictable and safe travel conditions.

Travel time systems gather real-time traffic information in work zones with the help of sensors, video cameras, and communicate the scenario to upstream motorists with the help of Changeable Message Signs (CMS).

The messages of travel time are displayed on CMS. This information helps drivers understand the magnitude of delay they will encounter and to make an informed decision in how to conduct their travels.

Probe data may be used for travel time measurement where available and volumes provide sufficient sample size. Probe data may consist of many different sources: bluetooth devices, automatic vehicle location (AVL), Global Positioning System (GPS), cell phone tracing, etc. See Travel Time Advisory System JSP for additional specifications for this WZITS tool.

616.19.8.3.8 Travel Time Advisory System with Alternate Routes

On projects where there is an alternate route available which has adequate capacity and minor out-of-distance travel, it may be advantageous to install travel time advisory systems both on the route under construction as well as the alternate route.

This information helps drivers understand the magnitude of delay they will encounter and to make an informed decision in how to conduct their travels. Alternate route travel times can aide travelers in determining whether to travel through a work zone or utilize the designated alternate route.

The Travel Time Advisory System with Alternate Routes will use the same guidelines as 616.19.6.3.7 Travel Time Advisory System.

616.19.8.4 Designated Detour or Relief Route

A project with a designated detour or relief route, when queuing occurs, may provide enough relief to handle the capacity restrictions of a work zone. Over the years, districts have used different strategies of lane reliefs by diverting all vehicles or making a separation of light vehicles versus heavy vehicles on the detour or relief routes.

Studies have shown a typical project may have 5-10 percent of the traffic volume using the detour or relief route on their own initiative. With active guidance (MoDOT personnel, law enforcement, etc.) the detour or relief route volume may be increased. Even when the detour or relief route volume is small, it may be enough to relieve the congestion and allow free-flow traffic.

616.19.8.5 Maintain Same Number of Lanes

For some projects, the capacity of the roadway can be restructured by maintaining the same number of lanes by reducing the lane and/or the shoulder widths.

Depending on the project scope, project duration and traffic delay and impact, adding a lane or utilizing part or all of the shoulder for traffic (shoulder may need to be improved to handle traffic) could be an option for a project to reduce the capacity concerns of the roadway. These decisions should be made early in the planning or design stages, so funds can be designated for this particular enhancement.

Projects with the same number of lanes, in general, provide similar capacities as before the project, which may significantly reduce or eliminate queuing and travel delays. Narrow lane widths may cause motorists to feel uncomfortable and drive at lower speeds. It may be preferrable to have fewer full-width lanes than more restricted lanes (barrier walls, geometry, etc.). This may provide better traffic flow with reduced incident rates.

616.19.8.6 Public Information

Public information (PI) is an important component of transportation management plan within work zones. PI may range in complexity depending on the project location, scope and duration. For example, two projects ranging from a smaller project in the rural area to an urban area or interstate project.

• Rural: Place the information on the Traveler Information Map, CMS boards, local newspaper, social media, and radio station a week or two prior to the start of the project, etc.
• Urban: Place the information on the Traveler Information Map, several media outlets (newspapers, radio stations, television), contact Motor Carrier Service to contact different trucking companies, brochures, CMS/DMS prior to the start and throughout the project, incident response, social media, etc.

The ultimate goal is to provide the earliest information of any congestion concerns to the public, so the travelers can adjust their travel times in an effort to reduce the queuing and delay.

616.19.9 Traffic Pacing/Rolling Roadblock

Forms
• Traffic Pacing/Rolling Roadblock Worksheet
• Traffic Pacing/Rolling Roadblock Mainline Pacing Details
• Traffic Pacing/Rolling Roadblock Changeable Message Signs

Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.

The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with Highway Safety and Traffic Division and the district Work Zone Coordinator before being used.

Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The Traffic Pacing/Rolling Roadblock Worksheet shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the Staging Plan Details and Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout.







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Copy 616.20 Work Zone Safety and Mobility Policy

MoDOT is committed to providing safe and efficient movement of both motorized and non-motorized traffic through or around temporary traffic control zones and protecting workers and equipment located within those areas. As such, MoDOT focuses on the visibility of temporary traffic control devices and traffic flow through work zones located on the state highway system. Our staff and partners’ attention to improved work zone visibility and mobility, from the preliminary planning stages through the end of all work, results in safer work zones with minimal impact on the traveler - a benefit to all.

616.20.1 Goals

Compliance with the guidelines outlined in this article enables MoDOT and its partners to meet the following work zone goals:

1. Provide an environment conducive to roadway user and worker safety.
   • Work toward zero work zone fatalities.
   • Reduce crashes in all types of work zones.
   • Review positive protection guidance.
2. Minimize impact of work zones on roadway user.
   • Limit traffic delays to 15 minutes or less.
   • Provide customers real-time work zone information.

616.20.2 Fundamental Principles

Worker safety is a top priority. The safe and efficient movement of roadway users is an integral element of every incident management, construction, maintenance, permit and utility operation. Consideration of the following principles enhances the performance of the temporary traffic control zone:

• Preparing a temporary traffic control plan and communicating it to all responsible parties prior to occupying the site.
• Providing those whose actions affect the temporary traffic control zone with training appropriate to their level of responsibility.
• Employing the same basic safety principles used to design permanent roadways.
• Avoiding frequent or abrupt geometric changes.
• Minimizing delay and disruption.
• Scheduling and coordinating operations.
• Providing adequate warning, delineation, and channelization in advance of and through the area affected.
• Providing positive guidance.
• Providing for safe operation of work.
• Performing some daytime activities is preferrable than activities at night due to low light or other visual requirements to perform the work safely (ei. line of sight for operators, dropoffs, etc.).
• Encouraging use of alternative routes.
• Assuming drivers will only reduce their speeds if they clearly perceive a need to do so.
• Providing for reasonably safe passage of bicyclists and pedestrians.
• Providing recovery areas where practical.
• Coordinating operations with those having jurisdiction over any affected cross streets, railroads, or transit facilities.



Involving the media to assist in information dissemination

• Ensuring continuation of emergency services.
• Communicating with and providing reasonable accommodations for adjoining property owners.
• Providing and maintaining temporary traffic control devices in good working order, reasonably consistent with the temporary traffic control plan, and effective.
• Monitoring performance of the transportation management plan and modifying as needed.
• Inspecting and maintaining temporary traffic control devices.
• Removing, covering, or turning; and turning off all unnecessary temporary traffic control devices.
• Maintaining a record of any crashes or incidents.
• Storing unused equipment and material in such a manner to reduce the probability of being hit.
• Involving the media to assist in information dissemination.
• Keeping the public, local businesses, trucking and transit associations, government entities, etc. informed of work zone activities.
• Employing incident management strategies.
• Pursuing innovative technologies for advancement of safety and mobility in work zones.

616.20.3 Organization and Responsibilities



616.20.3.1 Central Office Highway Safety/Traffic

Central Office Highway Safety/Traffic, is responsible for coordinating with other Divisions to develop work zone policies and guidelines, identifying and communicating issues related to the condition, design and usage of temporary traffic control devices, as well as the set-up, maintenance, general appearance and functionality of work zones. Responsibilities include:

• Providing work zone direction and guidance.
• Sharing best practices
• Ensuring that worker safety is not compromised for mobility of traffic.
• Performing quality assurance inspections and reviews of work zones on a routine basis and district work zone reviews on an annual basis. Video recording during work zone reviews shall follow EPG 616.14.3.4 Work Zone Review Team guidance for video recording.
• Work Zone Performance Measures

• Evaluating work zone safety by tracking the number of fatalities and injuries in work zones annually. Refer to Tracker - Number of Fatalities in Work Zone - 5b.
• Focusing on reducing the number of crashes involving protective vehicles (PV), truck-mounted attenuators (TMA), or trailer-mounted attenuators (TrMA) below the previous 4-year average. Refer to Tracker - TMA Crashes and Associated Employee Injuries -5h.
• Emphasis on minimizing the number of times a work zone creates a traffic delay of 10 minutes or more. With the minimizing delay of 10 minutes of more, MoDOT concentrates on shifting work times, using technology in work zones that provides valuable information to customers, and by using innovative traffic control devices to promote efficient traffic flow. Refer to Tracker - Work Zone Delays to the Traveling Public -3e.

• Continually pursuing improvement of work zone safety and mobility processes and procedures by analyzing the data collected through the above tracking mechanisms.
• Maintaining a database capturing work zone activities occurring on highways across the state and conveying pertinent information to the public via an interactive external website.
• Managing a database of work zone inspection results and providing access to this information via TMS.

616.20.3.1.1 Central Office Highway Safety/Traffic: Statewide Work Zone Coordinator

Central Office Highway Safety/Traffic is required to provide a statewide work zone coordinator (SWZC). The SWZC organizes lane closures and oversees work zones on the National Highway System so traffic runs smoothly, safely and effectively with the least amount of inconvenience to motorists.

Responsibilities include:

• Coordinating lane closures across district boundaries and across the state.
• Considering the statewide impact of work zones to traffic.
• Ensuring the statewide traffic effects of major sporting events, the state fair and other special activities are considered when planning work zones.

616.20.3.1.2 Central Office Safety & Emergency Management

Central Office Safety & Emergency Management is responsible in educating all MoDOT personnel (designers, quality assurance personnel, construction inspectors, flaggers, workers, supervisors, etc.) on work zone guidelines to an appropriate level for the job decisions each individual is required to make. This includes providing training courses and periodic updates reflecting changing industry practices and MoDOT processes and procedures.

616.20.3.2 District Offices



Each district develops and implements their own Quality Control/Quality Assurance plan to meet the requirements set forth in this article, and in accordance with applicable contract documents and guidelines provided in the Manual on Uniform Traffic Control Devices (MUTCD), the Engineering Policy Guide, Quality Standards for Temporary Traffic Control Devices and any other pertinent documents.

616.20.3.2.1 District Engineers

Responsibilities of District Engineers include:

• Designating a district work zone coordinator.
• Supporting the district work zone coordinator in performing assigned duties.
• Ensuring the appropriate district staff is trained in temporary traffic control to a level commensurate with their responsibilities and implement work zone policies and guidelines as set forth in this article.

616.20.3.2.2 Communications' Managers and/or Customer Service Representatives

Communications managers and staff, working closely with all the above, are responsible for:

• Gathering and communicating to key stakeholders and the general public the work zone information.
• Updating regularly information needs (prior to, during, and after project is completed).
• Developing communication plans with appropriate staff.
• Disseminating information to both internal and external audiences via various methods as agreed on in the communication plan.
• Providing to all involved with customer feedback relating to the work zone.

616.20.3.2.3 District Work Zone Coordinator

The district work zone coordinator is a resource to be utilized by district staff to assist in designing and maintaining safe and efficient work zones. Each district engineer supports the work zone coordinators and ensures they implement these guidelines internally and externally. Responsibilities of district work zone coordinators include:

• Promoting lane closures during off-peak and/or nighttime hours when capacity is an issue. This should be considered when worker safety will not be compromised by lower visibility or nighttime conditions.
• The nighttime default recommendation may be waived for construction activities that present additional risk to worker safety.
• Working with appropriate personnel to schedule work on multiple projects on the same route.
• Working with Project Development to reduce working days for projects requiring lane closures.
• Developing communication strategy/plan with district Communications staff for each work zone.
• Entering lane closures into the statewide work zone database.
• Providing district staff with input on work zone design and operation.
• Performing quality assurance of work zones to promote consistency and compliance with policies and guidelines.
• Monitoring work zone inspections and reviews and identifying areas of need for improvement. If the district requests to video record their work zone reviews, the District Work Zone Coordinator shall supervise the review processes and shall follow EPG 616.20.3.4 Work Zone Review Team guidance for video recordings.

616.20.3.2.4 Project Core Team



Project core teams will review all projects before they are awarded to reduce work zone impacts on the public. Responsibilities of the project core team includes:

• Review Work Zone Questions for the Core Team with the entire core team from the scoping stage through final plans.
• Conducting traffic analyses to identify work zone impacts to traffic flow and safety.
• Identifying strategies to minimize impact and maximize awareness.
• Developing a traffic control, traffic management, and public information and outreach plan, as needed.
• Scheduling lane closures during off-peak and/or at nighttime hours when capacity is an issue.
• Using innovative contracting and bidding options, when possible, to reduce project completion time.
• Evaluating and implementing schedules to reduce the number of working days needed to complete projects quicker.
• Using road closures and/or signed detours, when possible, to complete projects quicker.
• Considering the traffic effects of major sporting events and other special activities when planning work zones.
• Opening additional through lanes to reduce traffic effects when possible.
• Determining work zone speed limits are appropriate in active and non-active work zones.
• Incorporating provisions for real time travel information to the public through the use of changeable message signs (CMS), dynamic message signs (DMS), highway advisory radio, ITS, etc.
• Include appropriate Advanced Work Zone traffic strategies as indicated by the enhanced Work Zone Impact Analysis spreadsheet (refer to EPG 616.13 Work Zone Capacity, Queue and Travel Delay).

616.20.3.2.5 Maintenance Operations

Responsibilities of maintenance operations include:

• Requesting lane closures and height, width and weight restrictions approval from the appropriate district staff, as required, two working days prior to lane closures and 14 calendar days prior to roadway restrictions before beginning any non-emergency work.
• Scheduling lane closures during off-peak and/or nighttime hours when capacity is an issue.
• Considering the traffic effects of major sporting events and other special activities when planning work zones.
• Maintaining work zones in a neat, orderly and effective manner for the safety of highway workers and motorists.
• Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.
• Minimizing delay and disruption experienced during field operations.
• Performing quality control of work zones to determine compliance with policies and guidelines.
• Determining work zone speed limits are appropriate in active and non-active work zones.
• Informing the traveling public of travel times, as needed, through changeable message signs (CMS) or dynamic message signs (DMS).
• Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.
• Updating the MoDOT traveler map.

616.20.3.2.6 Resident Engineers

Resident engineers and staff will assess and manage projects during construction to ensure appropriate action is taken to reduce work zone impacts. Responsibilities of resident engineers include:

• Designating a trained person at the project level who has the primary responsibility, with authority, for implementing the EPG 616.20.10 Work Zone Transportation Management Plan (TMP) and other safety and mobility aspects of the project.
• Verifying all contractor personnel are trained in traffic control to a level commensurate with their responsibilities.
• Advising the appropriate district staff, as required, two working days before any work requiring a lane closure begins and 14 calendar days prior to the imposition of height, width and weight restrictions.
• Working with contractors to minimize lane closures.
• Determining work zones are neat, orderly and effective for the safety of highway workers and motorists.
• Minimizing delay and disruption experienced during construction.
• Performing quality control and assurance of work zones to promote consistency and compliance with contract documents, policies and guidelines.
• Determining work zone speed limits are appropriate in active and non-active work zones.
• Identifying the need for and disseminating work zone information to appropriate staff and external sources to increase public awareness.
• Informing the traveling public of travel times, as needed, through changeable message signs (CMS) or dynamic message signs (DMS).
• Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.
• Allowing nighttime work (when conditions warrant) for construction activities that are not conducive to being performed safely at night.

616.20.3.2.7 District Permit Staff

Responsibilities of district permit staff include:

• Coordinating lane closure needs and height, width and weight restrictions with the permittee and reporting any requests to appropriate district staff, as required, two working days for lane closures and 14 calendar days for roadway restrictions before any non-emergency work begins.
• Scheduling lane closures during off-peak and/or nighttime hours when capacity is an issue.
• Determining work zones are maintained in a neat, orderly and effective manner for the safety of highway workers and motorists.
• Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.
• Minimizing delay and disruption experienced during permit activities.
• Performing quality assurance of work zones to promote compliance with policies and guidelines.
• Determining work zone speed limits are appropriate in active and non-active work zones.

616.20.3.3 Work Zone Quality Circle

The Work Zone Quality Circle consists of members from appropriate Central Office divisions, the districts and the FHWA-MO division. Responsibilities of the Work Zone Quality Circle include:

• Reviewing statewide work zone trends.
• Evaluating and recommending new devices, methods, and guidelines.
• Initiating, coordinating, and participating in annual work zone reviews.
• Communicating pertinent work zone information.

616.20.3.4 Work Zone Review Team

The Work Zone Review Team will consist of representatives of the Work Zone Quality Circle, Central Office divisions, districts, FHWA-MO division, and may consist of other non-state stakeholders. Responsibilities of the Work Zone Review Team include:

• Conducting annual reviews of work zone planning, design, implementation, management, and operation in multiple districts for compliance with this policy.
• Identifying strengths and weaknesses observed during the review.
• Communicating findings and recommendations to MoDOT management and personnel.

Work Zone Reviews:

• Work zone reviews may be captured by video recording (see below).
• Work zones shall not be visually inspected by looking at the recorded video; however, there may be times that warrant a team review of the video to complete inspection.
• The work zone review shall be documented and all the deficiencies that need to be corrected shall be communicated to the district.

Video Recording:

Support. MoDOT uses video recordings for note taking purposes during mobile observations through work zones, construction zones, and during sign log activities. The files of these video recordings are deleted after they have been reviewed and observations documented in final reports.

Standard. The camera shall be operated by a passenger in the vehicle, or the video camera shall be securely mounted inside the vehicle not requiring driver interaction once the recording is started, with the camera pointed forward out the front of the windshield. Hard mounted cameras shall not interfere with the airbag system of the vehicle.

Video recordings for note taking purposes shall be reviewed within 5 business days after the video was collected after which point the video file shall be deleted. If the video file is not deleted within 5 business days, the file will be considered a video record and shall be retained for 3 months in accordance with MoDOT’s retention schedule 21526 Minutes-Verbatim Recordings.

616.20.3.5 Federal Highway Administration

Missouri Division - Responsibilities of FHWA-MO Division include:

• Providing guidance, training, and technology transfer facilitating compliance with emerging work zone regulations.
• Reviewing and reassessing MoDOT’s conformance with applicable work zone regulations.
• Participating as members of the Work Zone Quality Circle and the Work Zone Review Team.

616.20.3.6 Contractor

Responsibilities of contractors include:

• Designating a trained person at the project level who has the primary responsibility, with sufficient authority, for implementing the EPG 616.20.10 Work Zone Transportation Management Plan (TMP) and other safety and mobility aspects of the project.
• Training all contractor personnel in temporary traffic control to a level commensurate with their responsibilities.
• Advising the resident engineer, as required, at least two working days before any work requiring a lane closure begins and 14 calendar days prior to the imposition of height, width and weight restrictions.
• Working with the resident engineer to minimize lane closures.
• Determining work zones are neat, orderly and effective for the safety of highway workers and motorists.
• Minimizing delay and disruption experienced during construction.
• Performing quality control of work zones to promote consistency and compliance with contract documents, policies and guidelines.
• Recommending traffic control improvements to the resident engineer to address field conditions pertaining to traffic flow, visibility and workers and motorist safety.

616.20.3.7 Permit Holder

Responsibilities of permit holder include:

• Submitting a Notice of Intent to Perform Work form to the respective MoDOT district office for all work on state highway right of way.
• Identifying a point of contact that shall be available 24 hours per day, seven days per week while the permittee maintains a presence on state highway right of way and that shall be capable of correcting any deficiencies in a timely manner.
• Designating a trained person at the work level who shall have the primary responsibility, with sufficient authority, for implementing the temporary traffic control plan and other safety and mobility aspects of the permit work.
• Training all permittee personnel in temporary traffic control to a level commensurate with their responsibilities.
• Notifying the appropriate district staff, as required, at least two working days before commencement of any work and 14 calendar days prior to the imposition of height, width and weight restrictions.
• Maintaining a copy of the temporary traffic control plan at the work site that prescribes the necessary traffic control measures for the work to be performed.
• Minimizing time of lane closures.
• Determining work zones are neat, orderly and effective for the safety of permit workers and motorists.
• Performing quality control of work zones to promote consistency and ensure compliance with temporary traffic control plan, policies and guidelines.
• Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.

616.20.3.8 Temporary Traffic Control Product Manufacturers, Vendors, Suppliers and Trade Associations

Responsibilities of temporary traffic control product manufacturers, suppliers, vendors and trade associations include:

• Developing innovative technologies, methods and materials that advance work zone safety and mobility.
• Providing input on specifications and standards.
• Advocating work zone safety to government officials, media and industry.
• Ensuring compliance of their products with specifications and standards.

616.20.3.9 Law Enforcement



Responsibilities of law enforcement entities include:

• Providing active and passive enforcement of law, as requested and needed, to promote safety and mobility in the work zone.
• Being knowledgeable of work zone components and operations and trained in traffic control to a level commensurate with their responsibilities.
• Identifying unsafe conditions.
• Taking appropriate measures to clear work zone incidents as quickly as possible.
• Documenting work zone incidents for future assessment of work zone impacts and development of corrective measures.

616.20.4 Policy-Related Guidelines

MoDOT’s Business Plan establishes safety as the top strategic issue for the department. This applies to both the individual working within the highway right of way as well as the one operating a motor vehicle affected by such work. To provide for the well-being of both the worker and the motorist in these temporary traffic control situations, minimum expectations have been established in the following documents.

EPG 616 Temporary Traffic Control outlines procedures for the preparation of traffic control plans and provides guidance on the procedures and methods that are acceptable for implementation of those plans. EPG 616 supplements the Manual on Uniform Traffic Control Devices, (MUTCD), and Sec 616 by providing personnel with a convenient guide for the policies, procedures and methods presently acceptable in the development and inspection of traffic control plans for highway construction.

EPG 616.23 Traffic Control for Field Operations (TCFO) contains information on the proper deployment of temporary traffic control measures on the state highway system and is based upon Part 6 of the MUTCD, as well as MoDOT policies and best practices. TCFO is applicable to incident management, maintenance, permit and utility operations performed on MoDOT right of way. A maintenance operation is considered any field operation performed by a MoDOT employee. TCFO is divided into two major parts. The first part contains basic temporary traffic control guidelines used on the state highway system. These guidelines provide insight into the development of the typical applications and may be used by supervisors to develop a temporary traffic control plan for a particular situation not covered by one of the typical applications. The second part contains the most common temporary traffic control plans needed for work accomplished within the highway right of way. These typical applications feature information on and a schematic of how the temporary traffic control zone is to be set up.

Quality Standards for Temporary Traffic Control Devices contains quality standards that are applicable to all temporary traffic control devices (e.g., impact attenuators, truck mounted attenuators, signs, channelizers, barricades, warning lights, changeable message signs, flashing arrow panels, work zone traffic signals, lighting units, temporary pavement marking, temporary traffic barrier, etc.). The standards comply with MUTCD Section 1A-05. The quality standards set forth are to be used by those responsible for the installation, operation, maintenance and inspection of temporary traffic control devices as a guide to determine if those devices are acceptable for use on the state highway system.

EPG 910.3 Dynamic Message Signs (DMS) and EPG 616.6.60 Portable Changeable Message Signs provide specific guidelines for the use of all stationary dynamic message signs (DMS) and portable changeable message signs (CMS) used on the state highway system.

616.20.5 Training

All MoDOT personnel, contractors, law enforcement, and permittees will be trained in temporary traffic control design, deployment, operation, enforcement and maintenance commensurate with their level of responsibility. MoDOT currently provides training on flagging, TMA operation, and basic and advanced technical principles pertaining to design, setup, maintenance, management and evaluation of work zones to all internal MoDOT personnel. Training will be updated to reflect changes in MoDOT philosophy and application. For training opportunities contact Safety & Emergency Management Division.

All non-MoDOT personnel will be trained according to Missouri Standard Specifications for Highway Construction Section 616 Temporary Traffic Control.

616.20.6 Work Zone Programmatic Review

MoDOT shall perform a work zone programmatic review every 5 years and share that review with FHWA by the end of the 5-year review period.

The Work Zone Quality Circle will review statewide work zone trends and evaluate new work zone safety devices, methods and guidelines. Based on those reviews and evaluations, the Work Zone Quality Circle will make recommendations for improving the safety and mobility of work zones on MoDOT’s right of way.

The Work Zone Review Team will conduct audits of work zones on the rotation of each district every three years. These audits will consist of very detailed inspections, covering the technical aspects of work zones in regards to managing visibility and mobility. The audits in each district will last approximately a week and cover all active work zones in that district. At the end of each audit, the Work Zone Review Team will share their findings with the district staff. Then upon completion of all of the audits for a given year, the results will be shared statewide to assist districts in assessing and managing their respective work zones. The findings will be provided to the Work Zone Quality Circle to take appropriate corrective action.

1. At a minimum, this review shall include a representative sample of MoDOT’s significant work zones over the 5-year period being reviewed. Considerations for a representative sample should include geographic location, types of projects, duration of projects, daytime vs. nighttime work, etc.
2. Each programmatic review shall include an assessment of the work zone safety and mobility performance occurring since the last review was performed.

   Items to be reviewed:

   • identification and assessment of the States' work zone management processes and procedures to be improved,
   • action items to be taken to achieve improvement,
   • identify divisions or offices responsible for implementing the actions, and estimated timeline for implementation.

3. MoDOT shall use available crash data, available safety surrogate data, available operational data, and the performance measures specified in their work zone policy to conduct the assessment. To ensure assessment of the safety and mobility performance of their work zones on a continuous basis, MoDOT shall monitor performance annually.
4. The work zone programmatic review shall include examination of efforts across MoDOT’s divisions or offices affecting work zone safety and mobility management, including but not limited to: project planning, project design, project implementation, maintenance activities, transportation operations and management, permitting (e.g., utilities, oversize/overweight, lane closures, sidewalk closures), training, and public information and outreach.
5. Non-State stakeholders may also be included in this review, as appropriate.

616.20.7 Significant Projects

A significant project is one that, alone or in combination with other concurrent projects nearby, is anticipated to cause sustained work zone impacts greater than what is considered tolerable based on this policy and/or engineering judgment. Work zone impacts refer to work zone-induced deviations from the normal range of transportation system safety and mobility. The extent of the work zone impacts may vary based on factors such as, road classification, area type (urban, suburban and rural), traffic and travel characteristics, type of work being performed, time of day/night, and complexity of the project. These impacts may extend beyond the physical location of the work zone itself and may occur on the roadway on which the work is being performed, as well as other highway corridors or other modes of transportation.

During the initial planning and development stages for projects on the Statewide Transportation Improvement Program, projects will be considered significant by meeting one or more of the following criteria:

1. It is an interstate project occupying a location for 3 or more days with either intermittent or continuous lane closures.
2. The project is on a Major Route in an urban area.
3. The project will cause capacity values to exceed those in EPG 616.19.1 Roadway Capacities
   • Typically, mobile operations will not be significant projects.
   • Typically, if state route traffic is not affected during construction the project will not be significant.

During the delivery and development process, the transportation management strategy matrix should be used to assist planners, designers and field operation and construction personnel in developing a Transportation Management Plan (TMP).

Exceptions to significant project status may be requested to FHWA. Exceptions may be granted by FHWA based on MoDOT’s ability to show the specific project does not have sustained work zone impacts.

616.20.8 Assessment of Work Zone Impacts



Work Zone Questions for the Core Team document, EPG 616.13.2 Positive Protection and Temporary Traffic Barriers, and EPG 616.29 MoDOT Work Zone Guidelines has been developed by MoDOT to assist planners, designers, permit staff and field personnel (e.g., maintenance forces, resident engineers, contractors, permittees) in choosing strategies to help with the safe and efficient movement of traffic in work zones.

Some other tools that can be used alone or in combination to assess work zones impacts are located in EPG 616.19 Work Zone Capacity, Queue and Travel Delay.

Additional information is available via the Work Zone & Traffic Analysis/Management section of the FHWA Work Zone website. In addition, Work Zone Impacts Assessment: An Approach to Assess and Manage Work Zone Safety and Mobility Impacts of Road Projects provides an overview of many of these work zone impacts analysis tools.

616.20.9 Work Zone Transportation Management Plan

TMP Examples
• Rte. 50 Lafayette Interchange
• Rte. 54 Missouri River Bridge
• Rte. 79 Bridge K-487 over Noix Creek

The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. For non-significant projects, the TMP may consist of only a Traffic Control Plan (TCP) and any necessary Job Special Provisions (JSP). For projects that have been determined to have a significant impact (see EPG 616.20.7 Significant Projects), the TMP must include a TCP, JSPs, and an Executive Summary document that includes, at a minimum, a Transportation Operations (TO) component and a Public Information and Outreach(PI)) component. For additional information, see EPG 909 Transportation Systems Management and Operations for the Work Zone Management Guidebook and associated presentation.

A TCP shows the design and layout of the temporary traffic control measures to be used for facilitating road users through a work zone. The TCP should be consistent with MoDOT policies, guidelines and standards, and at minimum shall meet the provisions of Part 6 of the Manual on Uniform Traffic Control Devices (MUTCD) and the work zone recommendations in Chapter 9 of the AASHTO Roadside Design Guide. The TCP will maintain pre-existing roadside safety hardware at an equivalent or better level of condition than existed prior to project implementation.

In addition to the TCP, the necessary JSPs should be included to ensure the work zone operates as desired and so the contractor is aware of all contractual obligations in regard to work zone management. A variety of JSPs may be appropriate for the project including, but not limited to, Work Zone Traffic Management, Emergency Provisions and Incident Management, Zipper Merge, Work Zone Intelligent Transportation Systems (WZITS), and Law Enforcement.

When a project is determined to be significant, the TO and PIO components of the TMP should be addressed in the Executive Summary document. The TO component of the TMP shall include the identification of strategies that will be used to mitigate impacts of the work zone on the operation and management of the transportation system within the work zone impact area. The TO component should also include an incident management plan for the work zone impact area. The scope of the TO component should be determined by project characteristics and consist of the strategies derived through use of the Work Zone Questions for the Core Team document. Strategies and responsibilities identified in the TO component to be performed by the contractor should be incorporated into the TCP or JSPs.

The PIO component of the TMP shall include communication strategies that seek to inform affected road users, the general public, area residences and businesses, and appropriate public and transportation entities about the project, the expected work zone impacts and the changing conditions on the project. This may include real-time traveler information strategies such as changeable message signs, websites, and social media updates. The scope of the PIO component should be determined by the project characteristics and the public information and outreach strategies identified through the use of the Work Zone Questions for the Core Team. Public information and Outreach should be provided through methods best suited for the project and may include, but not limited to, information on the project characteristics, expected impacts, closure details, and commuter alternatives. Strategies and responsibilities identified in the PIO component to be performed by the contractor should be incorporated into the TCP or JSPs.

The TMP should be developed and implemented in sustained consultation with all stakeholders (e.g., other transportation agencies, railroad agencies/operators, transit providers, freight movers, utility suppliers, police, fire, emergency medical services, schools, business communities, and regional transportation management centers (TMC))

The plans, specifications and estimates for the project shall include the entire TMP (if a significant project), including the Executive Summary, the TCP, JSPs, and appropriate pay item provisions for implementing the TMP, by individual pay items, lump sum payment or a combination of the two. In addition, the Executive Summary should be submitted as part of the electronic deliverables for the project.

The TMP, including the Executive Summary, should also be a point of discussion with the contractor at the project pre-construction meeting.

616.20.10 General Public Information

MoDOT's Traveler Information Map

In addition to the work zone-specific Public Information and Outreach activities, MoDOT provides general work zone information to the public through various outlets. These include, among other things, publication of a statewide work zone map and work zone driving safety tips, posting of current work zone locations and conditions to the internet, promotion of Work Zone Safety Awareness Week, and advertisement of work zone safety-related messages via radio, television and billboards. Through these efforts, MoDOT positively influences work zone safety and mobility, as motorists gain access to information for their trip plans and promote awareness for work zones.

616.20.11 Travel Time Information

Travel time information is located in EPG 616.19 Work Zone Capacity, Queue and Travel Delay.

616.20.12 Roadway Capacity Considerations

Roadway capacity considerations is located in EPG 616.19 Work Zone Capacity, Queue and Travel Delay.

616.20.13 Tracker: Measures of Departmental Performance

Number of Fatalities in Work Zone - 5b TMA Crashes and Associated Employee Injuries -5h Work Zone Delays to the Traveling Public -3e







5

Copy 616.22 Law Enforcement Services



The use of law enforcement, both active and passive, is an effective tool to ensure traffic complies with work zone requirements arising from certain construction projects and maintenance operations. The use of law enforcement will vary from project to project and the core team decides whether to use these services. If law enforcement is selected, the core team must determine early within the scoping process the type of enforcement that will provide the greatest benefit to the safety of the work zone, the location within the work area where enforcement is intended to occur, and the schedule of when it can best be used to compliment the traffic control plan. These details should be included in the traffic control plan and discussed with law enforcement as described in the job special provisions. The Law Enforcement in the Work Zone JSP shall be included when law enforcement is being considered.

616.22.1 Guidelines for Providing Law Enforcement Services

The following are recommended procedures to provide law enforcement in MoDOT construction zones.

1. Funds for work zone enforcement come from the district’s allocation of safety funds (HSIP) and are included in the STIP.
2. Each district is to forecast the number of enforcement hours needed and the designated routes scheduled for the year’s construction projects. The average hourly rate for law enforcement is approximately $75.00 per hour.
3. Each district is to set up and include in the STIP their funding levels for the work zone enforcement activities needed.
4. The district submits the planned estimates and designated roadways or projects/operations to the Highway Safety section for review. The estimated needs for enforcement in a given fiscal year should be provided no later than April 1 to ensure contracts are set up prior to the fiscal year. The Highway Safety section will contact law enforcement agencies to discuss schedule scope and the requested enforcement activity logistics. This will provide the first opportunity to communicate the desired type and level of enforcement. The law agencies should be contacted at least three months prior to the start of the fiscal year.
5. The Highway Safety section will work up the appropriate contract agreements and send these to the selected law enforcement agencies. Contracts should be executed prior to the start of any enforcement activities.

   

   MoDOT districts

6. A pre-construction meeting will be held with the district, construction companies and law enforcement agencies to finalize project time, schedule, scope and logistics. The pre-construction meeting will be used to communicate the details of the traffic control plan and how law enforcement activities can best compliment this plan. These details include the type of enforcement that will provide the greatest benefit to the safety of the work zone, the location within the work area where the enforcement is intended to occur, and the schedule of enforcement. This meeting should take place 2 to 3 months prior to the actual work being conducted to allow law enforcement agencies to prepare officer work schedules.
7. Districts will work directly with law enforcement agencies to ensure proper enforcement coverage in designated work zones.
8. Enforcement activity billing will be sent to the district for review and approval. Once approved, the district will submit the invoice to the Highway Safety section for payment. All activity will be tracked and a detailed report of expenditures and enforcement activity will be provided to appropriate personnel.

616.22.2 Guidelines for the Selection of Law Enforcement Services

To foster the continued use of and streamline the process for securing this service, MoDOT district staff will identify those projects or operations that can benefit from such support and estimate the number of service hours needed for each project or operation identified. This information will then be used to establish a project number with associated funding for the reimbursement of law enforcement services to be provided in each district and assist the Highway Safety section in securing those services for the districts. Consider law enforcement for:

• Types of Facilities

Freeway

Expressway

Multilane with shoulders

• Speeds

Normal posted speed greater than or equal to 55 mph

Operating speeds greater than speed limit

• Traffic Control

Lane closure

Moving operation in lane

When discussing the possibility of using law enforcement services, the core team should also consider:

• Past experience in an area or with a type of work
• Availability of law enforcement
• Complexity or impact of a project/operation
• Needs based on Work Zone Questions for the Core Team for Work Zone Traffic Management JSP (WZTM JSP) Development
• Whether there is a propensity for traffic back-ups
• Whether law enforcement would aid a project performed as night work

There is no pay item for law enforcement services.

Law Enforcement In the Work Zone Job Special Provision

616.22.3 Guidelines for the Use of Law Enforcement Services

Handout

The goals and priorities and placement of law enforcement are presented in MoDOT’s Strategy for Law Enforcement in Work Zones.

Providing advance warning for the work zone or queues that may have formed are critical to a safe work zone and having the same priorities for all parties involved is important to achieve this goal. To minimize high-risk situations, law enforcement services can be used and the goals and priorities of using these services are:

• Work Zone Awareness
• Minimize Queue
• Queue Protection (Minimize High-Speed Rear-End Crashes)
• Quality Traffic Control
• Speed Enforcement.

Where the law enforcement officer is placed is critical to achieving these goals. When no queue is present, the law enforcement officer should be located safely on the shoulder between a ¼ mile and ½ mile upstream of the lane drop. When a queue is present, the law enforcement officer should be a ¼ mile upstream of the queue at all times, meaning, if the queue grows, the law enforcement officer should also move back with the queue. However, if the presence of the law enforcement officer is creating a queue or worse conditions, the officer should relocate downstream of the work zone or be considered for removal.










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replace 616.29 MoDOT Work Zone Guidelines

Work Zone Coordinators (MoDOT access only) Work Zone Coordination contacts

The guidelines focus on safety, communication and convenience by:

• Shifting work to night and off-peak hours, when possible.
• Setting appropriate speed limits.
• Providing effective communication about upcoming projects and alternate routes.

Work Zone Analysis

Four key strategies are used to impact work zones for highway workers and motorists.

1. Use appropriate and consistent work zone speed limits to reflect actual conditions.

• Guidelines promote proper posting and clarify DOT and driver expectations.
• Speed-limit reductions are removed when conditions change (i.e., lane closure removed, workers not present, etc.).
• Appropriate warning signs are used for specialized safety considerations (i.e., curves, lane width, etc.).

2. MoDOT and contractors’ staff work during off-peak hours as appropriate and determined by the engineer.

• Hourly volume tables are used to determine when to work off-peak hours.
• Staff use off-peak work-hour guidelines when scheduling lane closures.
• Nighttime or weekend work may be required, as necessary.
• Some night work activities present unique challenges. An assessment should be made in advance of planned nighttime work to determine if that activity should be conducted during daylight hours and a proper communication plan developed to alert motorist of delays.
• Consider statewide effects of special events along major routes.

3. Planning for Contractor and MoDOT workforce safety

3.1 Some work activities should be performed during daytime due to visibility, staffing or other concerns. The following are examples of these types of work. The following list of activities is not all inclusive.

i). Bridge:

(1) Annual bridge inspections with Snooper.

(2) Off-system bridge inspections.

(3) Emergency Bridge Repairs.

ii). Maintenance:

(1) Mowing – Visibility is essential to avoid obstacles such as culverts, signposts, and hitting debris.

(2) Vegetation Trimming- Visibility is important since workers are on foot and may be using equipment such as weed eaters, grinding brushes or chain saws.

(3) Herbicide Applications – same as mowing.

(4) Pipe Replacements – Moving equipment, working in excavated areas and overhead lifting all need high visibility.

(5) Litter Removal – Visibility is important for slip, trip and fall hazards to prevent falls. This activity would be difficult to provide lighting on a moving operation.

(6) Sweeping – Moving operations are not conducive to advance warning signs because vehicles are constantly in motion.

(7) Patching / Potholes

iii). Construction

(1) Complex activities having many moving parts.

(a) Girder Installation.

(b) Bridge Deck Removal / Demolition.

(1) Blasting Operations.

(3) When materials aren’t available at night:

(4) Surveying.

iv). Traffic

(1) Emergency Signal or Light Repair – Could be day or night. Planned work might need daytime.

(2) Tube Counters– Typically daytime installation.

(3) Engineering type work – Typically observing or conducting off the roadway.

(4) Sign Log inspections must be performed at night – Required to do at night to account for retro-reflectivity of signs.

3.2 The following daytime or nighttime work should be considered when considering the need for daytime or nighttime work:

i) What activity are we performing:

(1) What is the complexity of the task?

(a) How many people are involved?

(b) What types of equipment are involved?

(c) How is the material being delivered to the project?

(i) Does the material require escort or over-dimension permit?

(ii) Does the material need to be staged if working nights?

(d) What is the duration of the task?

(i) Will it involve one shift?

(ii) Will it require longer hours than available at night?

(iii) Is there a logical break point to divide the work periods?

(2) Identify the areas of concern.

(a) What risks are inherent to this type of work?

(b) How can we mitigate these areas of concern and still work at night?

(3) Is good visibility required to safely perform the task? If the answer is yes, can we provide enough lighting for the task to be performed at night? (See paragraph iv – Can we effectively light the work zone.)

(4) Can we mitigate the impacts to traffic with other methods?

(a) Can we perform the work during non-peak daytime hours?

(b) Can we perform the work on weekends?

(c) Have other methods been used with success?

ii) Availability of Workers to perform the assigned tasks. Impacts MoDOT, contractors and vendors.

(1) What are the number of workers required to perform the work safely?

(a) Do we have these numbers?

(i) Do we need to combine crews to perform the task?

(ii) Do we have enough supervision?

(iii) Can we split crews and maintain presence for other emergency response needs?

(2) Are there alternative methods to work during off peak hours?

(a) Can we group nighttime work to one time period?

(b) Can we work outside of peak hours such as 9 am to 3pm?

(c) Can we work weekends if necessary to have daytime and adjust the work week?

(d) Can we work overtime with approval to increase efficiency? (Get in and get out)

iii) Consider Criminal Activities.

(1) Identify areas where crime occurs repeatedly.

(2) Is it safer to work daytime hours when crime is not an issue?

(3) Consider impact of drive by shootings and law enforcement pursuits, rolling gun battles.

iv) Can we effectively illuminate the work zone?

(1) What type of work is being performed? Can we effectively and safely perform the work at night?

(2) Can we provide lighting for flaggers, workers, work locations and equipment without blinding or confusing the traveling public.

(3) Is the equipment available?

(a) Do we have the equipment or need to rent it?

(b) Do we have personnel trained to operate the equipment?

(4) Need to develop a lighting plan

(a) Consider location of the lighting.

(i) How much lighting do we need to effectively illuminate the work areas?

(ii) How do we orient the lighting to prevent blinding on-coming traffic?

(iii) What type of lighting do we need?

(b) What happens if a light plant goes down? Do we have a backup?

(c) Do we have a fueling plan for continuous operations?

(d) Consider technology such as balloon lighting for equipment and work areas.

(e) Consider lighting transition sections such as crossovers, traffic shifts, key intersections.

(5) Add alternative solutions for Maintenance of Traffic (MOT) that have been utilized with success to the EPG. All alternatives rely heavily on available routes, type of traffic, robust communication plans and coordination with internal and external customers. These are not all inclusive and other ideas should be considered during the core team process or maintenance planning process and incorporated into the MOT.

v) Close the road completely and push traffic away from the work.

(1) Benefits

(a) Removes traffic from work area.

(b) Increases efficiency of work performed.

(c) Eliminates the need for additional protective barrier for closed lane.

(d) Eliminates adding additional shoulder reinforcement or reducing lanes.

(2) Examples of Work:

(a) Utilized for bridge replacements in Rural Areas.

(b) Other Examples:

(i) Shut Down Traffic on I-44 for a Bridge Demo in Springfield.

1. Closed interstate and forced traffic to route down JRF and back up Rte. 65

2. Developed a robust Communication Plan.

3. Included all Emergency Services to include Civil Air Patrol.

(ii) Closed US 65 in Springfield to rebuild Roadway in Springfield.

1. Mostly Commuter Traffic.

2. Numerous bypass routes.

3. Required a robust Communication Plan.

4. Relied on commuter traffic to find their own way.

(3) Other considerations:

(a) Do we have a network that could support this reroute?

(i) Do we have an outer road system?

(ii) Is there a public network system that is available?

(iii) What type of traffic do we have? Commuters or Thru Traffic?

(b) Do we need to provide a signed detour?

(i) Does it need to be on static signs?

(ii) Can we use CMSs? Usually depends on complexity of detour and number of turning locations.

(c) Can traffic find its own way around without a detour? Commuter traffic has adequate notice and plan for alternate routes.

(d) Do we have availability of an Intelligent Transportation System to reroute traffic when certain thresholds are met (stopped or slowed traffic)?

(e) Can we utilize Law Enforcement to assist with queues?

(f) May have issues with emergency services accessing the area of an emergency that requires access. Must plan for alternate routes.

vi) Running Traffic Up and Over the Ramp at a Diamond Interchange?

(1) Benefit:

(a) Removes traffic from work area.

(b) Increases efficiency of work performed.

(c) Eliminates the need for additional protective barrier for closed lane.

(d) Eliminates adding additional shoulder reinforcement or reducing lanes.

(e) Emergency services have better access to area in case of emergency on the project and better ability to respond to incidents not relating to the project.

(2) Examples of Work:

(a) Use to rebuild pavement or perform maintenance operations between the ramps on mainline or perform active work over the highway.

(b) Used on I-44 Pavement Rebuild at Selmore Road near Springfield.

(c) Used on I-70 Pavement Rebuild in Columbia.

(3) Identify duration of work – Long term vs. short term:

(a) Short Term - Can the work be performed at night or over a weekend? Less impactful since performed during lower peak times.

(b) Long Term – Traffic impacts to lanes during peak times

(i) Can the ramps handle the amount of traffic?

(ii) Can we increase the ramp capacity to allow all lanes of traffic to divert onto the ramp?

(iii) Can we close access to ramps from side streets to keep the ramp traffic running continuously?

(iv) Can we divert traffic to multiple locations?

vii) Close ramps to traffic.

(1) Benefits:

(a) Removes traffic from the work area.

(b) Increases efficiency of work performed.

(c) Eliminates the need for additional protective barrier for closed lanes.

(2) Examples of Work:

(a) Maintenance operations such as pothole patching, pavement repair, and sign installations.

(b) Repair or pavement replacement.

(c) Repair lighting.

(3) Are there alternate routes available?

(4) Can they utilize the next interchange to provide access or double back to the interchange?

(5) Do you have multiple lanes on the ramp? Is it safe to allow traffic access to the open lane?

viii) Close Secondary Roadways, Lower Volume Routes, and Commuter Routes – Short- Term closures for 1 day.

(1) Benefits:

(a) Increase efficiency.

(b) Safer for workers.

(2) Examples of Work:

(a) Use for seal coats, pipe replacements, patching, sweeping, debris removal, etc.

(b) Other short-term operations.

(3) Local traffic – message boards and communication through news releases and social media.

(4) Over-dimension coordination.

(5) Availability of non-peak daytime hours or weekends.

ix) Traffic Pacing (Rolling Roadblocks).

(1) Benefits:

(a) Provides positive control of traffic to prevent access to the site while performing short term work.

(b) Utilizes Law Enforcement to slow traffic – respected by traffic.

(2) Challenges:

(a) May require blocking multiple interchanges and personnel.

(b) Need distance between interchanges.

(3) Calculate distance based on time frame needed to perform the work.

(4) Examples of work:

(a) Used for moving traffic control phase changes or moving barrier.

(b) Bridge work such as girder and panel installation over traffic.

(c) Short term pavement or maintenance repairs.

x) Coordinate all activities required in an area (Maintenance, Traffic and Construction)

(1) Benefits:

(a) One work zone set up for multiple agencies or contractors.

(b) Provide JSPs in Contracts to require the contractor to allow other forces within their work zone.

(2) Examples:

(a) Allowing maintenance to perform operations in the work zone to avoid conflict with the contractor (sweeping, patching, striping, etc.

(b) Maintenance activities can be let as contractor projects.


4. Quality control and quality assurance measures in work zones

• Lane drops are removed, when no longer needed.
• Work zone traffic-control devices placed properly.
• Ensure all work zone traffic-control devices are kept clean, repaired or replaced when necessary and have adequate reflectivity.

Central Office Highway Safety/Traffic: Statewide Work Zone Coordinator

District Work Zone Coordinator

Project Award

Some work activities present unique challenges to be performed safely during nighttime hours. An exception to perform these operations during daytime hours should be considered. The appropriate signage, detours, communication plans etc. for these activities should be included in the plans to mitigate impacts as reasonably possible. The contractor should submit a work plan outlining the details of how the operation will be conducted including traffic management, communication plans, etc. to minimize traffic delays. The Resident Engineer may allow additional lane closure time if it is demonstrated that the queues are acceptable.

Before any project is awarded, the project core team will review it to ensure MoDOT is taking the appropriate actions to reduce work zone effects on the public. The project manager will conduct traffic analyses to ensure the following actions minimize traffic impacts.

The following measures are intended to minimize traffic impacts.

• Schedule lane closures during off-peak and/or at nighttime hours, when possible.
• Using incentive/disincentive contracting and other bidding options, when possible, to reduce project completion time.
• Evaluating and implementing schedules to reduce the number of working days needed to complete projects.
• Using road closures and/or signed detours, when possible, to complete projects.
• Opening additional through lanes to reduce traffic effects.
• Choose work zone speed limits that are appropriate in active and non-active work zones.

MoDOT Roadway Maintenance and Activities

The district work zone coordinator reviews all maintenance and internal work zone activities requiring lane closures to reduce the work zone effects on motorists. District staff considers the following actions when scheduling lane closures:

• Notifying the district work zone coordinator 48 hours before beginning any non-emergency work requiring a lane closure
• Scheduling lane closures during off-peak and/or nighttime hours, when possible
• Ensuring work zones are maintained in a neat, orderly and effective manner for the safety of highway workers and motorists
• Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area
• Making every effort to minimize traffic backups
• Ensuring the appropriate traffic-control equipment is used
• Ensuring work zone speed limits are appropriate in active and non-active work zones

Commercial Utility/Permit Work

• Notification of the district work zone coordinator 48 hours before any work requiring a lane closure begins.
• Schedule lane closures during off-peak and/or nighttime hours, when possible.
• Inspecting all work zones and ensuring traffic-control plans are implemented, or work will halt.
• Work zones are maintained in a neat, orderly and effective manner for the safety of highway workers and motorists.
• Schedule multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.
• Making every effort to minimize traffic backups.
• Use appropriate work zone speed limits in active and non-active work zones.

Active Construction-Project Work Zones

• Notification of the district work zone coordinator in accordance with contract specifications before any work requiring a lane closure begins.
• Working with the contractor to ensure lane closures are minimized.
• Making every effort to minimize traffic backups.
• Ensuring all contract specifications, special provisions and work restrictions are enforced.
• Work zones are neat, orderly and effective for the safety of highway workers and motorists.
• Use appropriate work zone speed limits in active and non-active work zones.