Work Zone Mobility and Safety Program

Appendix E: Answer Key to Post Course Assessment

Question # Answer Explanation
1. A, B, and C The Work Zone Safety and Mobility Rule (23 CFR 630 Subpart J) advocates a systematic approach for managing work zone safety and mobility, and has 3 primary components: Agency work zone safety and mobility policy, Agency-level processes and procedures, and Project-level procedures to address work zone impacts. (Slide #5 in Module 1)
2. Federal-aid projects A TMP is required for every Federal-aid highway project by the Work Zone Safety and Mobility Rule. A State/Agency's own policy may extend this requirement to all projects. (Slide #3 in Module 2)
3. A only For all projects, the Rule requires that the TMP include a Temporary Traffic Control (TTC) plan that addresses traffic safety and control through the work zone. If a project is expected to be significant, the TMP for that project must also contain both transportation operations and public information components. However, agencies are encouraged to consider transportation operations and public information strategies for all projects. (Slide #8 in Module 2)
4. The above statement is true The Rule defines a significant project as "one that, alone or in combination with other concurrent projects nearby, is anticipated to cause sustained work zone impacts that are greater than what is considered tolerable based on State policy and/or engineering judgment." In addition, the Rule specifies that all Interstate system projects within the boundaries of a designated Transportation Management Area (TMA) that occupy a location for more than three days with either intermittent or continuous lane closures are considered significant projects. Simply stated, a significant project is a project that an agency expects will cause a relatively high level of disruption. (Slide #7 in Module 2)
5. A, B, and C See explanation for Question #3 above.
6. The above statement is false TMPs are a formal plan, but their format can vary and depends on the DOT and its policy guidelines. (Slide #20 in Module 2)
7. None of the above TMP strategies may be paid for as part of the construction contract, through a separate contract, done by Agency personnel and therefore not in a contract, or some combination of these. For those items the contractor will be responsible for, the TMP can be paid for in the contract as individual pay items for each strategy, a single pay item for a group of strategies, or some combination. TMP strategies should not be considered incidental to a contract. (Slide #25 in Module 2)
8. All of the above Coordination within and across agencies, stakeholders, and other non-public entities at different stages of the project is crucial for the successful development and implementation of the TMP. (Slide #3 in Module 3)
9. A, B, and D Traffic analyses tools are used to quantify the Measures of Effectiveness (MOEs). The MOE's may include vehicular delay, travel time, level of Service, construction cost, queue length, etc. The type of tools to be used for assessment should always be proportional to the type, size, and complexity of the project. Other types of tools can be used for assessing safety impacts. (Slides #19 and 23 in Module 4)
10. During early scoping stages of the project An assessment of work zone impacts during the early scoping stages of the project will help identify issues or uncover problem areas that should be considered during project development. It is helpful to begin impact assessment at this stage, and then update the assessment as the project goes through the later stages. (Slide #12 in Module 4)
11. The above statement is true Depending on the location, size, and complexity of the project, the work zone can also impact pedestrians, and bicyclists. During construction, pedestrian and bicycle access should be maintained to a similar level as that existing prior to construction. Any pedestrian detour must comply with the ADA Act, 1990. (Slide #6 in Module 5)
12. B and C Transit incentives and signal timing/coordination improvements are transportation operations strategies, whereas, alternate construction phasing/staging is a traffic control strategy and press releases about the project is a public information strategy. (Slide #19 in Module 5)
13. B Providing accurate, timely and consistent information, regardless of how it is delivered, is key to effective public outreach. (Slides #27, 30, and 32 in Module 5)
14. Both State Agency and Contractor The Rule requires that both the State and the contractor each designate a trained person at the project level who has the primary responsibility and sufficient authority for implementing the TMP and other safety and mobility aspects of the project. Both the Agency and the contractor have key roles in and share responsibility for providing a safe and effective work zone. (Slide #10 in Module 6)
15. C and D A TMP is a dynamic plan and should be monitored and revised as necessary during construction. TMP monitoring not only allows you to see how well the TMP is working and determines if changes are needed, but can also protect you from unwarranted litigation. Monitoring also helps in determining what strategies work best, under what conditions, so they can be used effectively in the future. TMPs are always required for all Federal-aid projects, and may be required for other projects in a given State based on the State's policy. (Slides #11-16 in Module 6)
16. The above statement is false Generally, the contractor cannot make changes to the TMP or revise it on its own. The agency's contract provisions will also typically retain review and approval of TMP elements and changes to those elements. (Slides #9, 10, and 18 in Module 6)

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