Project Construction And Operation
A roadway construction or maintenance site can be a very complex orchestration of activities affecting the public in many ways. Approximately 13% of the NHS, totaling 20,876 miles, has a work zone on it during the peak summer work season, and approximately 24% of all nonrecurring congestion on freeways is due to work zones. A recent study by the Texas Transportation Institute revealed that, from a sampling of states, an average of 26% of the NHS was under contract for construction. The average project length was 3.7 miles, and the average active time (without weekends) was approximately 62% of the total contract time. There are many pieces of the project delivery process and everyone has a critical role, but what the public mostly sees and experiences is the construction end. By focusing on letting strategies, quality-based contractor selection, time-sensitive bidding, efficient operations, aggressive contract management, and good public information, we can improve the execution and public perception of transportation improvements.
Complaints from the traveling public often focus on the proper use and maintenance of traffic control devices such as cones, drums, signs, barricades, barriers, striping, and changeable message signs. Some common problems include signs that inform travelers of conditions that do not exist, striping that is misleading, changeable signs that show the wrong message, and cones and drums that are improperly spaced. These inconsistencies have an impact on agency credibility with the traveling public. Drivers develop work zone habits that are based on past observations. Agencies can require and provide incentives for work zone contractor personnel to be trained in the proper application and maintenance of traffic control devices in work zones.
Figure 5 shows the average rating by question for 2005 and 2006 for the Project Construction and Operation section. Table 8 shows the actual values along with the percent change in average rating from 2005 to 2006 for each question. Overall, this section had the second highest average rating of the six sections. The average ratings increased for most of the questions in this section and decreased slightly for two questions. All the questions except questions 4.4.4 and 4.4.9 have reached the implementation stage (score of 7 or higher), meaning on average states are generally implementing the practices addressed in this section.
Figure 5. Results for Project Construction and Operation Section
| Section | 2006 | 2005 | Change | % Change |
|---|---|---|---|---|
4.4.1 |
8.3 |
8.2 |
0.1 |
2% |
4.4.2 |
8.9 |
8.8 |
0.1 |
1% |
4.4.3 |
10.5 |
10.4 |
0.1 |
1% |
4.4.4 |
6.8 |
6.5 |
0.3 |
5% |
4.4.5 |
9.2 |
8.7 |
0.6 |
6% |
4.4.6 |
9.3 |
9.5 |
-0.2 |
-2% |
4.4.7 |
12.2 |
12.4 |
-0.2 |
-2% |
4.4.8 |
11.0 |
10.7 |
0.3 |
3% |
4.4.9 |
4.5 |
4.5 |
0.1 |
2% |
4.4.1 Is the letting schedule altered or optimized to reflect the available resources and capabilities of the construction industry? Thirty-three agencies (66%) use this practice. Some agencies consult with the budgeting section of the DOT to schedule times in order to get better bids. One agency states that this is taken into consideration via Floating Availability Dates, whereas another agency stated that they distribute funds on a quarterly basis to spread out budget and contractor resources.
4.4.2 Is the letting schedule altered or optimized to minimize disruptions to major traffic corridors? Eighty-two percent of the agencies are minimizing disruptions on major traffic corridors by optimizing the letting schedule. Projects are reviewed to make sure that multiple projects do not adversely impact traffic along certain corridors. Several agencies review major jobs and other construction activity on a case-by-case basis and adjust the letting schedule to reduce conflicts. One agency noted that they schedule construction activities around special events such as major sporting events.
4.4.3 When bidding type I and II projects, does the agency include road user costs in establishing incentives or disincentives (e.g., I/D, A+B, or lane rental) to minimize road user delay caused by work zones? Eighty-two percent of the agencies include road user costs in establishing incentives/disincentives to minimize road user delay in work zones. One agency notes that these costs are analyzed in the design phase and that they are used to help determine project traffic control strategies. Some examples of the strategies used by agencies include A+B bidding, lane rental, incentives, disincentives, and use of modeling to determine the effects of construction on traffic. This question had the same implementation percentage as the previous question but a significantly higher average score (10.5 versus 8.9), which may indicate that the use of road user costs in incentives/disincentives is a relatively more established practice.
4.4.4 When bidding type I, II, and III projects, does the agency use performance-based selection to eliminate contractors who consistently demonstrate their inability to complete a quality job within the contract time? Twenty seven of the responding agencies (54%) use performance-based selection to eliminate contractors that regularly have difficulty completing quality jobs on-time. Some examples cited by agencies include having joint reviews to identify poor performing contractors, using field feedback, pre-qualifying contractors, grading contractors, and analyzing past experience with the contractor.
4.4.5 When bidding type I and II project contracts, does the agency use incident management services (e.g., wreckers, push vehicles, and service patrols)? Incident management services such as wreckers, courtesy patrols, and off-duty highway patrol officers are used by 39 agencies (78%). While more than three fourths of agencies use incident management services, some agencies commented that they do not include it as a bid item in the construction contract.
4.4.6 When bidding contracts, does the agency use flexible starting provisions after the Notice to Proceed is issued? Most agencies (80%) routinely use flexible starting provisions after the Notice to Proceed is issued. Agencies reported that the start date may be up to the contractor, or the completion date may control the start date. One example cited by an agency involves using milestone completion dates that allow the contractor to begin at flexible times when they have resources available. Another agency stated that all types of projects have some flexibility between award and notice to proceed. One agency noted that they only use this practice for resurfacing and bridge replacement projects.
4.4.7 During type I, II, and III projects, does the agency use uniformed law enforcement? Ninety-two percent of the reporting agencies indicated that they use uniformed law enforcement on projects. This question has the highest overall rating of any question in the WZSA (along with question 4.5.4), indicating that the use of law enforcement in work zones is a well-established and assessed practice in many agencies. Several agencies have formal agreements setup with the highway patrol to provide these services. One agency noted use of enforcement personnel on a project by project basis. Agencies may include the reimbursement of these services in the project costs.
4.4.8 Does the agency provide/require training of contractor staff on the proper layout and use of traffic control devices? Most agencies (84%) indicated that they provide and/or require training of contractor staff on proper use of traffic control devices. Some agencies list training and certification requirements in their specifications. Some agencies require or are in the process of requiring the contractor to take courses dealing with traffic control device training. Sometimes, certification is required, although the requirement may not be enforced. States rely on training opportunities from a variety of sources such as unions, OSHA, DOTs, ATSSA, and universities. Some agencies use specification language to require the contractor to comply with OSHA, MUTCD, and ASTM standards.
4.4.9 Does the agency provide training to uniformed law enforcement personnel on work zone devices and layouts? About one-quarter (24%) of responding agencies provide training to uniformed law enforcement. Several agencies have conducted traffic safety seminars and traffic control supervisor training, and make these courses available to uniformed law enforcement personnel. In some cases, courses specifically geared toward emergency responders and law enforcement personnel are available. In some cases, a one-on-one short training session is conducted with law enforcement officers working on DOT projects. Some law enforcement agencies take advantage of the LTAP centers that provide training to local police agencies. Other agencies commented that law enforcement agencies feel that the training the officers receive in the police academy is adequate. Some agencies did note that they have discussed the possibility of training or would like to start that process.
previous | next
