F. Sample TMP 2 Moderate-to-Major Impacts with Appendices

Table of Contents

Executive Summary

1.0 Project Description

2.0 TMP Team—Roles and Responsibilities

3.0 Existing Conditions

4.0 Operational Analysis—Existing

4.1. Safety Analysis

4.2. Traffic Analysis

5.0 Work Zone Impact Management Strategies

5.1. Temporary Traffic Control Plan

5.2. Transportation Operations Plan

5.3. Public Information Plan

6.0 TMP Implementation/Monitoring

7.0 TMP Review/Approvals

8.0 Appendices

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Project Name: Replacement of 1-94 Bridges over Riverside Drive Battle Creek, Michigan

Executive Summary

This sample was developed based on the Transportation Management Plan (TMP) created for the replacement of I-94 bridges over Riverside Drive in Battle Creek, Michigan. Replacement of the I-94 bridges is expected to create significant impacts in the vicinity of the project. This TMP shows the analysis of alternate traffic control schemes, the anticipated impacts of the construction, and the strategies that will be deployed to mitigate the impacts.[1]

1.0 Project Description

The proposed project consists of two projects combined because of location. The first is the replacement of the two I-94 bridges over Riverside Drive. The second project is a cracks-per-mile (CPM) cold mill and single course hot-mix asphalt (HMA) overlay of I-94 EB and WB from Helmer Road to 6½ Mile Road, including ramps and rest area repairs.

This is a significant project based on the criteria specified in the Michigan Work Zone Safety and Mobility Manual.[2] Thus, the TMP is comprised of all three components:

1. Temporary Traffic Control Plan (TTCP)
2. Transportation Operations Plan (TOP)
3. Public Information Plan (PIP).

Vicinity Map

Project Schedule: The proposed construction phasing consists of four stages, as illustrated by the schedule below:

2.0 TMP Team—Roles and Responsibilities

Michigan Department of Transportation (MDOT) Project Engineer

Name: Daniel Xxxxx[3] Unit: MDOT Phone: 517-242-XXXX Email: danielx@michigan.gov

Roles and Responsibilities: Ensure TMP Compliance with the Work Zone Safety and Mobility Policy. Coordinate the PIP completion with the communication representative.

Transportation Service Center (TSC) Staff

Name (TSC Staff Lead): Leslie Xxxxx Unit: TSC Phone: 517-242-XXXX Email: lesliex@michigan.gov

Roles and Responsibilities: Identify and propose mitigation activities to be included in the TMP in subsequent project development phases. Develop the project-level TMP, Temporary Traffic Control Plan (TTCP), Transportation Operations Plan (TOP), and Public Information Plan (PIP) for significant projects. Conduct capacity analysis using the CO3 (Construction, congestion, Cost) program or comparable project-level models.

TSC Delivery Engineer

Name: George Xxxxx Unit: TSC Phone: 517-242-XXXX Email: georgex@michigan.gov

Roles and Responsibilities: Ensure all aspects of TMP comply with the Work Zone Safety and Mobility Policy during the construction, which includes monitoring, analyzing, and documenting mobility criteria in the TMP and crash numbers once implemented.

Region/TSC Maintenance Supervisor/Coordinator

Name: Marshall Xxxxx Unit: TSC Phone: 517-242-XXXX Email: marshallx@michigan.gov

Roles and Responsibilities: Ensure all State and contract maintenance activity is conducted in accordance with the Work Zone Safety and Mobility Policy.

Public Information Officer

MDOT	Consultant
Name: William Xxxxx Unit: MDOT Phone: 517-242-XXXX Email: williamx@michigan.gov	Name: Mesfin Xxxxx Phone: 517-242-XXXX Email: mesfinx@eng.com
Roles and Responsibilities: Provide real-time public awareness of the work zone.

Emergency Service Contacts

Name: Greer xxxx Unit: TSC (Delivery Engineer) Phone: 517-242-XXXX Email: greerx@michigan.gov

Roles and Responsibilities: Respond in case of an emergency or unexpected event such as accidents, major traffic delays, etc.

3.0 Existing Conditions

I-94 is a multilane freeway with two lanes in each direction. Table 1 provides a summary of the roadway characteristics. Appendix A provides hourly count reports.

Table 1: Summary of Roadways Affected by Construction

Control Section, Roadway	13081, I-94 Bridges over Riverside Drive (Bridge Replacement)	13081, I-94 by Riverside Bridges (CPM Mill and Fill)	13082, I-94 East of I-194/M66 (CPM Mill and Fill)
Road Type	4 Lane Freeway	4 Lane Freeway	4 Lane Freeway
Existing Lane Configuration	2 Lanes Eastbound & 2 Lanes Westbound	2 Lanes Eastbound & 2 Lanes Westbound	2 Lanes Eastbound & 2 Lanes Westbound
Proposed Lane Configuration	2	1 (for nonrestricted hours only)	1 (for nonrestricted hours only)
ADT	55,800	55,800	50,400
% Commercial	25%	25%	24%
Expected % Diversion	5%	0%	0%
Existing PHV (V/C)	0.90	0.90	0.75
Existing PHV LOS	D	E	C

4.0 Operational Analysis—Existing

This section analyzes the existing safety and traffic conditions within the project influence area.

4.1. Safety Analysis

A Crash Analysis & Safety Review was conducted for I-94 EB & WB (from Helmer Road to 6½ Mile Road), for the 3-year period (January 1, 2005—December 31, 2007), using the MDOT Transportation Management System (TMS) database. The segment analyzed was approximately 0.25 miles before and after the point of beginning (POB) and point of end (POE). Table 2 below provides a summary of crashes. Fixed object, animal crashes, and rear-end crashes are the predominant crash types. Additional details on the analysis are provided in Appendix B.

Table 2: Summary of Crashes (January 1, 2005—December 31, 2007, I-94 EB & WB)

Crash Type	Crash Count	Percentage
Fixed Object	97	28.28
Animal	56	16.33
Rear-End Straight	52	15.16
Sideswipe Same	38	11.08
Miscellaneous One Vehicle	28	8.16
Overturn	28	8.16
Other Object	21	6.12
Angle Straight	9	2.62
Rear-End Right Turn	4	1.17
Head-On	3	0.87
Sideswipe Opposite	3	0.87
Rear-End Left Turn	1	0.29
Angle Turn	1	0.29

4.2. Traffic Analysis

4.2.1. Data Collection and Traffic Modeling Approach

The CO3 model[4] was used to model traffic delay, user cost, and construction cost for construction and maintenance operations. In addition, LOS charts were generated based on Highway Capacity Manual.

The traffic data for analyses was obtained from hourly count reports provided by the MDOT Bureau of Transportation Planning. Appendix B provides the traffic counts and Appendix C shows the detailed reports.

Output data from the CO3 software and LOS Charts were used to describe the operation of the control sections 13081 (I-94 bridges over Riverside Drive) and 13082 (I-94 East of I-194/M66). Measures of Effectiveness considered are:

1. Vehicle delay (in minutes)
2. V/C ratio
3. Level of Service
4. Maximum backup length (in miles).

4.2.2. Alternatives/Impact Assessment

The project team considered different alternatives on how to balance cost and mobility. CO3 models were run based on these alternatives. The selection of alternatives was based on a combination of qualitative and quantitative analysis.

Alternatives Considered

To possibly minimize the impact on user mobility, the following alternative traffic control schemes were evaluated for replacing the I-94 bridges over Riverside Drive project:

1. Detour existing I-94 traffic to other routes: I-94 has an average daily traffic (ADT) of 55,800 vehicles per day (VPD). This alternative was not feasible because detouring high volumes to existing routes would result in unacceptable delays and congestion on the surrounding road network.
2. Construct a temporary bridge: This alternative was cost-prohibitive because of the steep grades and existing interchanges close to the bridge.
3. One lane with alternating traffic on Riverside Drive during construction: This alternative would potentially increase project construction duration to two construction seasons.
4. Part-width Construction: Construction would be performed as part-width to maintain two 11-ft lanes with 1-ft shy distance in each direction (EB & WB) at all times for I-94. Riverside Drive would be closed and detoured.

Selected Traffic Control Scheme for I-94 Bridge Replacement over Riverside Drive

The selected alternative provides a project solution that not only meets and exceeds the final goals of the project, but one that could also be constructed with minimal impact to the surrounding roadway network and the roadways within the project limits. Part-width construction as detailed in alternative 4 above was selected. Traffic staging for this alternative includes:

1. Stage 1: Shift two lanes of traffic in each direction (EB &WB) to the outside lane of the existing bridges. Remove inside portion of each bridge.
2. Stage 2: Traffic remains shifted to the outside lanes of the existing bridges. Construct the new inside portion of bridge wide enough for two lanes of traffic in Stage 3.
3. Stage 3: Shift two lanes of traffic to the inside lanes of the newly constructed bridges. Remove the outside portion of each existing bridge.
4. Stage 4: Traffic remains shifted to inside of newly constructed bridge. Construct new outside portion of the bridge.

Riverside Drive Detour

The proposed detour route is Minges Road to Capital Avenue to Beckley Road. The travel time along the existing route is 1.98 minutes and the travel time of the detour route is 3.97 minutes, a difference of only 1.99 minutes. The detour route will be reviewed to determine the need for new/additional signing and pavement markings, including detour guide signs, detour ramp gore signs, and two portable changeable message signs providing warning messages one week prior to and during the detour. The City of Battle Creek approved the detour route. During construction, access to all business and residential drives will be maintained.

Selected Traffic Control Scheme for I-94 CPM Project from Helmer Road to M-66

The CPM paving operations will be performed at night (Sunday through Thursday). During certain periods while paving operations are under way, roadway performance will decrease to LOS D and E due to time needed for constructability/production each night. The time restrictions for this project only permit an 11 hour work period for temporary traffic control setup, paving, stripping of temporary pavement markings, and removal of temporary traffic control. The contractor will pave one lane and a shoulder with a tapered overlapping centerline longitudinal joint. The following night the contractor will pave the adjacent lane. Table 3 provides a summary of Measures of Effectiveness (MOEs) for existing and proposed construction conditions for the affected roadways.

Table 3: Summary of MOEs for Existing Conditions and Proposed Construction Conditions

	Hourly Capacity		Peak Hourly Volume (PHV)			PHV V/C			PHV LOS		Average Delay		Peak Hour Delay		Maximum Back Up Length
Control Section, Roadway	Existing	Proposed	Existing	Proposed		Existing	Proposed		Existing	Proposed	Proposed (minutes)		Proposed (minutes)		Proposed (miles)
				WD	WE		WD	WE			WD	WE	WD	WE	WD	WE
13081, I-94 by Riverside Bridge (Bridge Replacement)	3,424	2,732	3,090	3,090	2,485	0.90	1.13	0.91	D	E	0.9	1.0	1.4	1.4	0.0	0.0
13081, I-94 by Riverside Bridge (CPM Mill and Fill)	3,424	1,387	3,090	2,176	1,855	0.90	1.57	1.34	D	E	1.4	3.9	18.4	40.5	2.2	5.1
13082, I-94 East of I-194/M66 (CPM Mill and Fill)	3,424	1,387	2,581	1,950	–	0.75	1.41	–	C	E	1.4	–	18.4	–	2.2	–
I-94 Bridge Replacement Maintain two lanes in each direction with part-width construction. WD—Weekday; WE—Weekend I-94 CPM Mill and Fill Maintain one lane in each direction during non-restricted hours (paving only Sun–Thu Nights) WD—Weekday; WE—Weekend

Appendix C presents detailed analysis reports.

5.0 Work Zone Impact Management Strategies

Work zone impact management strategies are intended to provide mobility and access in and around the construction area without compromising public safety. The strategies are grouped according to the following three categories:

1. Maintenance of Traffic (MOT)/Temporary Traffic Control Plan (TTCP)
2. Transportation Operations Plan (TOP)
3. Public Information Plan (PIP).

5.1. Temporary Traffic Control Plan

The MOT concept described recommends the use of the following measures to maximize work zone safety and minimize impacts on user mobility:

• Conduct an initial Plan Review meeting for the I-94 Bridges over Riverside Road project.
• Provide adequate lateral and longitudinal buffers during active work periods to maximize user mobility and worker safety.
• Provide positive separation between traffic and the work area using temporary concrete barrier, with attenuator.

Notes:

• Appendix D provides information on contracting clauses.
• Appendix E provides the MOT plans and detour plan sheet.
• Appendix F provides design plans/typical.
• See section 4.2.2 for selected traffic control schemes for Riverside Bridge Project and the CPM Project.

5.2. Transportation Operations Plan

The general strategies for operations and management of the work zones include:

• Air traffic will not be affected.
• Work will be suspended during holiday periods, as defined by the project engineer. All work shall be coordinated around local festivals.
• Custom signs, (RUMBLE STRIPS) and (ATTENTION MOTORCYCLISTS) signs included in the quantities should be placed as the lead signs in the sign sequence when traffic is shifted. These signs will be placed on both sides of the roadway.
• W20-15b (WATCH FOR TRAFFIC BACKUPS/BE PREPARED TO STOP) signs should be placed at the Point of Beginning (POB) for WB and POB for EB and 5 miles in advance of each POB on the right and left of the roadway.
• A minimum of two R11-4MOD (OVERWIDTH VEHICLES PROHIBITED/10-FOOT MAXIMUM WIDTH) signs should be placed (1) at ½ mile before the interchange of I-94BL/M-37/Columbia Ave/Skyline/Martin Luther King Blvd/Exit 92 (eastbound) and (2) in advance of the interchange of M-294/Beadle Lake Road/Exit 100 (westbound).
• Portable Changeable Message Signs (PCMS) will be used to warn traffic of upcoming work and changing traffic control during the life of the project. The PCMS will be installed and operational a minimum of 7 calendar days prior to the start of work. The proposed PCMS message sequence to be used is given below:

• Notify the Battle Creek Area Transit Authority in advance of any roadway maintaining traffic changes to decrease any impacts to normal transit routes.
• Law enforcement will be asked to provide patrol of the work zone.
• Restrict access for construction vehicles between traveled lanes and work areas to specific locations. The number of access points and their locations require prior approval from the Engineer.

The strategies for operations and management of the I-94 CPM Project are as follows:

• Maintain two lanes of traffic on I-94 during the following hours:
  • Monday through Thursday, 6:00 a.m. to 7:00 p.m.
  • Friday, 6:00 a.m. to 9:00 p.m.
  • Saturday, 8:00 a.m. to 7:00 p.m.
  • Sunday, noon to 9:00 p.m.
• Remove all signs and traffic control devices during the hours of the above lane restrictions, according to the special provision for temporary removal of portable signs. If the signs are displayed during the restricted hours, then the contractor is charged liquidated damages of $333 for every 15 minutes the signs are displayed.
• Provide transverse and longitudinal HMA tapers at all grade changes caused by cold milling and overlays. Pave all cold-milled areas the same day as the cold milling operation is performed. Allow no traffic on the cold-milled surface, unless otherwise approved by the Engineer.
• Place lighted plastic drums for the WHOLE length of the project on BOTH sides of the EB and WB I-94.
• When not in use, store the lighted plastic drums along the edge of the shoulders. Do not drag drums across open lanes of traffic on a routine basis.
• During the paving operation, when the lap joint will be exposed to traffic, place a solid white lane line on the tapered portion of the joint, in addition to the solid white edgeline. Within the following work period, after the contractor has paved the adjacent lane to previous paving length, place a dashed white lane and 4-ft strips on 50-ft centers to delineate the center line, in addition to the solid yellow edgeline.
• Place temporary pavement markings, Type NR paint, 4-inch white at 4-ft skips on 50-ft centers to delineate the centerline, prior to opening to traffic, at the end of each work night.
• Place Temporary Paint (Type NR paint, 4-inch white and 4-inch yellow) to delineate the edge of the roadway lanes after each HMA course at the end of EACH working night, prior to opening to traffic.

Incident Management Plan

• Install permanent emergency routes signs along the I-94 corridor in the project limits to provide motorist guidance in the event of a traffic incident.
• Maintain access for emergency vehicles at all times through coordination with the MDOT construction staff.

5.3. Public Information Plan

The following strategies will be used to inform the public and stakeholders about the project:

• Circulate a project brochure detailing the type of project, the traffic control required to construct the job, and the time the project is expected to last.
• Issue a press release before the project begins detailing the type of project, the traffic control required to construct the job, and the time the project is expected to last.
• Keep the MDOT lane closure website up to date.
• Attend Neighborhood Planning Counsel Meeting(s) to describe the upcoming project, provide status, and receive feedback.
• Use portable changeable message signs (PCMS) to notify road users of upcoming work and changing traffic control throughout the life of the project. Install the PCMS and keep operational a minimum of 7 calendar days prior to the start of work. Table 4 provides a summary of work zone impact management strategies.

Table 4: Summary of Work Zone Impact Management Strategies[5]

Temporary Traffic Control		Cost
Control Strategies
1. Construction phasing/staging
2. Full roadway closures
3. Lane shifts or closures
4. One-lane, two-way controlled operation
5. Two-way, one-lane traffic/reversible lanes
6. Ramp closures/relocation
7. Freeway-to-freeway interchange closures
8. Night work
9. Weekend work
10. Work hour restrictions for peak travel
11. Pedestrian/bicycle access improvements
12. Business access improvements
13. Off-site detours/use of alternate routes
Traffic Control Devices
14. Temporary signs		300-500
15. Arrow boards		5,000-10,000
16. Channelizing devices
17. Temporary pavement markings
18. Flaggers and uniformed traffic control officers
19. Temporary traffic signals		100,000-250,000
20. Lighting devices
Project Coordination Strategies
21. Other area projects
22. Utilities
23. Right-of-Way
24. Other transportation infrastructure
Innovative Contracting Strategies
25. Design-Build
26. A+B Bidding
27. Incentive/Disincentive clauses
28. Lane rental
29. Performance specifications
Innovative or Accelerated Construction Techniques
30. Prefabricated/precast elements
31. Rapid cure materials

Transportation Operations		Cost
Demand Management Strategies
1. Transit service improvements
2. Transit incentives
3. Shuttle services
4. Parking supply management
5. Variable work hours
6. Telecommuting
7. Ridesharing/carpooling incentives
8. Park-and-Ride promotion
Corridor/Network Management Strategies
9. Signal timing/coordination improvements
10. Temporary traffic signals
11. Street/intersection improvements
12. Bus turnouts
13. Turn restrictions
14. Parking restrictions
15. Truck/heavy vehicle restrictions
16. Reversible lanes
17. Dynamic lane closure system
18. Ramp closures
19. Railroad crossing controls
20. Coordination with adjacent construction site(s)
Work Zone ITS Strategies
21. Late lane merge
22. PCMS with speed display		20,000/each
23. Travel time estimation system
24. Advanced speed information system
25. Advanced congestion warning system
26. Conflict warning system (e.g., construction vehicles entering roadway)
27. Travel time monitor system
28. Freeway queue monitor system
29. CCTV monitoring
30. Real-time detour
Work Zone Safety Management Strategies
31. Speed limit reduction/variable speed limits
32. Temporary traffic signals
33. Temporary traffic barrier
34. Movable traffic barrier systems
35. Crash cushions
36. Temporary rumble strips
37. Intrusion alarms
38. Warning lights
39. Automated flagger assistance devices (AFADs)
40. Project task force/committee
41. Construction safety supervisors/inspectors
42. Road safety audits
43. TMP monitor/inspection team
Incident Management and Enforcement Strategies
44. ITS for traffic monitoring/management
45. TMC
46. Surveillance (e.g., CCTV)		$5,000-7,000/ each
47. Helicopter for aerial surveillance
48. Traffic Screens
49. Call boxes
50. Mile-post markers
51. Tow/freeway service patrol
52. Total station units
53. Photogrammetry
54. Media coordination		250,000-500,000/ year
55. Local detour routes
56. Contract support for Incident Management
57. Incident/Emergency management coordination
58. Incident/Emergency response plan
59. Dedicated (paid) police enforcement
60. Cooperative police enforcement
61. Automated enforcement
62. Increased penalties for work zone violations
63. Emergency pull-offs

Public Information and Outreach		Cost
Public Awareness Strategies
1. Branding
2. Press kits
3. Brochures and mailers		2,000-5,000/ each
4. Press releases/media alerts
5. Mass media (earned and/or paid)
6. Paid advertisements		3,000-5,000/ 15 seconds
7. Project Information Center
8. Telephone hotline
9. Planned lane closure website
10. Project website		20,000-25,000/ initial setup
11. Public meetings/hearings, workshops
12. Community task forces
13. Coordination with media/schools/business/emergency services
14. Work zone education and safety campaigns
15. Work zone safety highway signs
16. Rideshare promotions
17. Visual information
Motorist Information Strategies
18. Radio traffic news
19. Changeable message signs		18,000-20,000/ each
20. Temporary motorist information signs
21. Dynamic speed message sign		6,000-8,000/ each
22. Highway Advisory Radio (HAR)
23. Extinguishable Signs
24. Highway information network (web-based)
25. Traveler information systems(wireless, handheld)
26. Transportation Management Center (TMC)
27. Live traffic camera(s) on a website
28. Project information hotline
29. Email alerts

6.0 TMP Implementation/Monitoring

In accordance with the MDOT Work Zone Safety and Mobility Manual, work zone monitoring will be completed by the region/TSC traffic and safety engineer. After initial implementation of the TMP, traffic delay monitoring, analysis and documentation are required during the life of the project. In addition, work zone crashes are to be documented and an analysis should be conducted to ensure that crash numbers have not increased. If monitoring of the work zone indicates that the actual delay times have exceeded the threshold limits anticipated or crash numbers have increased, then the need for adjustments in the TOP is to be considered.

7.0 TMP Review/Approvals

Note: In Michigan, the region engineer and region system manager are notified if after all mitigation measures have been applied, the project is still expected to exceed the mobility threshold limits (see footnote 2, page 1), or the TMP costs exceed 25% of the projects costs. The region is then responsible for contacting the Safety and Mobility Peer Team (SMPT) for a project review. The purpose of the SMPT is to conduct independent reviews and/or inspections of projects and provide recommendations to the Chief Operations Officer for approval before any implementations are made. See Appendix G for a sample Safety and Mobility Peer Team Review for this project.

8.0 Appendices

A. Hourly Count Reports

B. Crash Analysis & Safety Review

C. Traffic Analysis Reports

D. Clauses

E. Maintenance of Traffic Concept/Typical

F. Design Plans/Typical

G. Safety and Mobility Peer Team Review

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