ALDOT Construction Manual

Updated 1/4/2024

DIVISION 700 SUPPLEMENTAL GUIDANCE 1

PROCEDURE FOR TRAFFIC CONTROL THROUGH CONSTRUCTION WORK ZONES

CONTENTS: INTRODUCTION

Introduction
This document, known as the Procedure for Traffic Control through
Definitions Construction Work Zones, is prepared in compliance with the U.S.
Implementation Department of Transportation Federal-Aid Policy Guide, 23 CFR 630
Training
Subpart J and Subpart K, issued under the authority of 23 U.S.C. 106,
Process Review and
Evaluation 109, 112, 115, 315, 320, and 402(a), and 23 CFR1.32 and 49 CFR 1.85;
Coordination with the and the Federal Highway Safety Improvement Program, 23 U.S.C.
Highway Safety Section 13.
Improvement Program
ALDOT Traffic Control Device This Procedure serves as a guideline for use by the Alabama
Quality Guide
Work Zone Safety and
Department of Transportation (Department or ALDOT) for other
Mobility 55 construction and maintenance activities.

Part VI of the Manual on Uniform Traffic Control Devices (MUTCD), and associated supplements and
handbooks such as the American Traffic Safety Services Association’s (ATSSA) Quality Guidelines for
Temporary Traffic Control Devices, sets forth basic principles and prescribe standards for the design,
application, installation, and maintenance of the various types of traffic control devices for highway
and street construction, maintenance operations, and utility work. These manuals are not intended
to address in depth the variety of situations that occur in providing traffic control in work zones.
Although those responsible for traffic control and work area protection have attempted to develop
some guidelines and measures, a coordinated and comprehensive effort to develop greater
uniformity is desirable. It is the intent of this document to provide these guidelines and assist in the
MUTCD being properly implemented.

Guidelines For Operation (GFO) 3-61 and GFO 3-65 are referenced as additional guidance
documents. GFO 3-61 provides guidance for the Department to follow for the purpose of safely and
efficiently accommodating traffic through work zones. This GFO includes processes for use in
developing a Transportation Management Plan, a Traffic Control Plan, a Traffic Operations
component, and a Public Information component. The GFO further defines a Significant Project and
the process to follow when developing the previously mentioned plans and components for
significant projects. GFO 3-65 provides guidance for the Department to follow in order to decrease
the likelihood of fatalities and injuries to workers and road users within the work zone. This GFO
addresses the use of positive protection devices, exposure control/other traffic control measures,
uniformed law enforcement officers, and addresses work vehicles entering and exiting traffic lanes.

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DEFINITIONS

Wherever the following terms or abbreviations are used in the document, the intent and meaning shall
be interpreted as follows:

Area - An engineering organization of the Department within a Region charged with all functions of the
Department as related to the operations of its respective location.

Area Traffic Engineer - The engineer in charge of traffic operations in a designated Area.

AUTCR - Alabama Uniform Traffic Crash Report.

ATSSA - American Traffic Safety Services Association.

CARE - (Critical Analysis Reporting Environment) a system developed through the Center for Advanced
Public Safety (CAPS) at the University of Alabama and used to access crash data, analyze crash statistics,
and locate crashes to improve traffic safety statewide on all public roads.

Contractor - The individual, partnership, firm, corporation, or any acceptable combination thereof,
contracting with the State for performance of prescribed work.

Department or ALDOT - Alabama Department of Transportation, as constituted under the laws of

Alabama for administration of highway work.

Director - The Chief Executive Officer of the Department as created by law, also referred to herein as
Transportation Director.

FAPG - Federal-Aid Policy Guide.

FHWA - Federal Highway Administration.

GFO - (Guideline for Operation) the policies and procedures under which the Department operates.

Highway Safety Improvement Program (HSIP) - ALDOT Safety Program using Federal Safety Funds to
identify high crash locations and develop counter measures for improvement using cost- benefit analysis
procedures within budget limitations. The HSIP consists of three main components: the Strategic
Highway Safety Plan (SHSP), the State HSIP or program of highway safety improvement projects, and
the Railway-Highway Crossing Program (RHCP).

MUTCD - Manual on Uniform Traffic Control Devices for Streets and Highways, published by the U.S.
Government Printing Office.

Project - The specific section of the highway together with all appurtenances and construction to be
performed thereon under the contract.

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Project Personnel - personnel assigned to a project on behalf of the Department for the purpose of
inspecting the work performed by the Contractor. Project Personnel may include, but not be limited to,
the Project Manager (PM), Project Traffic Control Inspector (PTCI), and other ALDOT inspectors assigned
to a project, along with employees of consultants, cities, and counties performing similar inspection
duties.

PM - (Project Manager) The personnel in charge of a designated project for the Department.

PTCI - (Project Traffic Control Inspector) The person designated to be responsible for reviewing traffic
control devices on a particular project for the Department.

Region - An engineering organization of the Department in a geographical area of the State charged
with all functions of the Department as related to the administration of its respective location.

Region Engineer - The engineer in charge of a designated Region of the Department.

State - State of Alabama.

State Construction Engineer - The engineer in charge of general administration of the Department’s
contract construction work.

State Design Engineer - The engineer in charge of establishing design policy and standards as well as
overseeing the development of roadway plans for the Department.

State Traffic Operations Engineer - The engineer in charge of traffic engineering, traffic control, and
traffic control devices for the Department.

State Traffic and Safety Operations Engineer - The engineer in charge of safety engineering, safety
infrastructure elements, and highway safety evaluations for the Department.

Statewide Process Review - The review of selected projects conducted by various ALDOT personnel for
the purpose of making recommended improvements or modifications to the work zone and assessing
the effectiveness of the Traffic Control Procedure. These reviews are conducted in response to the
requirements of 23 CFR 630 Subpart J.

TCP - (Traffic Control Plan) A plan that describes Temporary Traffic Control (TTC) measures to be used
for handling traffic through a specific highway or street work zone or project.

Traffic and Safety Operations Section - The office within the Traffic Engineering Division of the Design
Bureau charged with administration of the Highway Safety Improvement Program pursuant to 23
U.S.C., Sections 130, 148, 152 and 407 and implementing regulations.

Work Zone - An area of highway with construction, maintenance, or utility work activities.

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Work Zone Crash - A traffic crash in which the first harmful event occurs within the boundaries of a work
zone or on an approach to or exit from a work zone, resulting from an activity, behavior, or control related
to the movement of the traffic units through the work zone.

Work Zone Impacts - Work zone-induced deviations from the normal range of transportation systems
safety and mobility. 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.

IMPLEMENTATION

GENERAL. After a project is placed under contract, the Contractor may be permitted to develop a TCP
to be used in lieu of the TCP provided in the construction plans. The Contractor's plan will be approved
for use only if the Department finds that the Contractor's plan is as good as or better than the plan
provided in the construction plans. The Contractor may also be permitted to offer a revision to only a
portion of the existing TCP. To receive approval for changes to the TCP, the Contractor must submit a
detailed alternate plan, or revision, to the Region Engineer through the Project Manager.

The Region Engineer shall submit the proposed revisions, along with recommendations, to the State
Construction Engineer for review and approval and further handling.

The Contractor will not be permitted to implement any part of an alternate plan, or revision, until written
approval has been given by the Department.

For proposed TCP revisions initiated by Department personnel, the PM shall submit the revision to the
Region Engineer. The Region Engineer shall submit the revision, along with recommendations, to the
State Construction Engineer for review and approval and further handling. The State Construction
Engineer will make the FHWA aware of TCP changes for projects on which the FHWA has full
involvement.

The PM may approve minor TCP changes for immediate implementation as deemed necessary.

PROJECT TRAFFIC CONTROL INSPECTOR. Before work begins on a project, the PM shall designate, in
writing, a qualified person to be responsible for reviewing the traffic control devices on the project. This
person shall have received training as provided by the Training section of this Procedure and shall be
known as the Project Traffic Control Inspector. The PTCI shall report to the PM and have the principal
duty of keeping the PM informed of the adequacy and effectiveness of the traffic control devices on
the project. The PM may serve as the PTCI.

All traffic control devices should be inspected prior to installation for compliance with plans and
specifications. The PTCI shall inspect the installation of the devices and make regular inspections of the
in-place traffic control devices to determine if they are being properly maintained (refer to the ALDOT
Traffic Control Device Quality Guide). The PTCI shall document each inspection by completing, Form C-
25, Daily Inspection of Traffic Control Devices. The PTCI shall also perform periodic nighttime
inspections to confirm that proper maintenance is being performed on the devices. These nighttime

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inspections shall also be documented on Form C-25. The Form C-25 shall be submitted to the PM for
review.

The PM will be responsible for notifying the Contractor of any deficiencies and administering the
contractual enforcement requirement. Dates of such notification and dates of corrective action by the
Contractor should be noted on Form C-25.

CONTRACTOR LIABILITY. This Procedure does not relieve the Contractor of the prime responsibility to
continually inspect and maintain the traffic control items and to safely handle traffic through the work
area. The Contractor is responsible for traffic safety on the project. The Department's responsibilities
are limited to identifying acceptable control levels and taking measures to effectively enforce contract
provisions. The Contractor's responsibilities shall not be relieved by the Department's failure to enforce
any provision.

ASSISTANCE FROM LOCAL LAW ENFORCEMENT OFFICERS. The PM should establish a cooperative
relationship with the law enforcement agency responsible for traffic crash investigation. The PM should
request to be notified by the state and local law enforcement of all traffic crashes that occur within the
project limits. The PM should also be familiar with the Department’s agreement with the Alabama Law
Enforcement Agency providing for the use of State Troopers on construction projects. When needed,
arrangements should be made through the Area Construction Engineer’s office for Trooper assistance
with traffic handling and speed control through the construction project.

TRAINING

Project Personnel make decisions on temporary traffic control measures in work zones as appropriate
for the particular job or circumstance. The training needed for making these types of decisions is
available through the Department’s On-Line Temporary Traffic Control training course. The available
training includes information related the need for traffic safety, traffic control planning, quality
standards for traffic control devices, and training in application and techniques utilized and prescribed
by the MUTCD, as well as human factors in safety and traffic control, such as, proper attire, attitude,
and appearance of workers.

PROCESS REVIEW AND EVALUATION

PROJECT REVIEW.

CRASH EVALUATION. The PTCI will report all known work zone crashes to the PM. The PTCI will
review the circumstances involved in the crash and, if immediate changes in traffic control are
warranted, will recommend those changes to the PM. Subsequently, the PTCI shall complete
Form C-25A, Crash Report, and should obtain AUTCRs from the appropriate law enforcement
agency. This information, as well as information required of the Contractor by Subarticle
107.14(c) of the Standard Specifications, will be used for Departmental purposes only to

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evaluate the TCP consistent with the Introduction and Coordination with the Highway Safety
Improvement Program sections of this Procedure.

CRASH REPORTING. The PM will submit the documentation gathered/compiled for each known
work zone crash, including any additional comments, to the District and Area offices for review
as soon as possible following the crash.

Notification of crashes occurring in work zones will be made available to the offices of the State
Construction Engineer, State Traffic Operations Engineer, and State Traffic and Safety
Operations Engineer through the CARE reporting system. Hard copies of crash reports will also
be made available to these offices upon request by contacting the Safety Program
Administrator in the Safety Planning Section of the Design Bureau. The State Traffic Operations
Engineer may review this information and submit a copy of the report with recommendations
or comments to the State Construction Engineer and the State Design Engineer. The State
Design Engineer may distribute TCP improvement recommendations to all offices within the
Department having responsibility for preparation and/or review of TCPs.

FIELD OBSERVATIONS. During the daily course of work, all Project personnel will be observant
of the work zone for the purpose of identifying work zone impacts and, when possible, taking
action toward the alleviation of those impacts. Observations may include occurrences of
vehicular congestion, pedestrian impediments, hindrances to emergency vehicles, and crash
patterns. Actions to alleviate these impacts may include (i) modification of the traffic control
plan in accordance with the Implementation, General section of this Procedure, (ii)
adjustments to the contractor’s operations, or (iii) other changes as deemed appropriate.

These observations will be documented in CAMMS on the DWR under the Traffic Control
remark type and will include information such as date, time, location of impact, length or
duration of impact, TCP phase, and any action taken as a result of the occurrence.

REGION REVIEW. The Area Traffic Engineer shall periodically review traffic control devices and traffic
operations on construction projects. Reviews should be conducted a reasonable time after initial
setup and following major phase changes. Any deficiencies shall be reported to the PM. Any report
prepared may be submitted to the State Traffic Operations Engineer when deemed appropriate by
the Region Engineer.

STATEWIDE PROCESS REVIEW.

REVIEW TEAM. A Review Team consisting of the State Construction Engineer, State Design
Engineer, State Traffic Operations Engineer, Region Engineer, or their designees, shall annually
review selected projects throughout the State. The State Construction Engineer shall serve as
the chairman of the Review Team. An FHWA representative may accompany the Review Team
and provide input. A significant project as defined by 23 CFR 630 Subpart J, will be included when
available.

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PROCEDURE REVIEW. The Review Team will assess the effectiveness of the Procedure on a state
wide basis and recommend revisions to the Procedure when deemed appropriate. All revisions
to the Procedure shall be approved by the Transportation Director and the FHWA.

PROJECT SPECIFIC REVIEW. The Review Team will make field observations and review available
work zone crash data and operational information for the purpose of recommending
improvements or modifications to the work zone.

REPORTING. The Chairman of the Review Team shall provide a written report to the FHWA, the
Design Bureau, the Maintenance Bureau, the Region, and other Departmental offices as
appropriate.

DISPOSITION OF RECORDS. After the Department accepts a construction project for maintenance, as
defined in Item 105.15(c)1. of the Standard Specifications, all records and reports generated and
distributed as part of the Department’s review and evaluation of traffic crashes shall be forwarded to
the Traffic and Safety Operations Section of the Design Bureau for appropriate processing. Copies of
these records and reports will not be filed or maintained in other offices or locations by the
Department.

COORDINATION WITH THE HIGHWAY SAFETY IMPROVEMENT PROGRAM AND WITH 23

CFR 630 SUBPART J

All activities of the Department, its employees, contractors, agents and assigns conducted pursuant to
this procedure including, but not limited to, record gathering and retention, inspection, evaluation,
review, and reporting, shall be deemed and are a part of the Highway Safety Improvement Program as
administered by the Traffic and Safety Operations Section of the Design Bureau. Crash reports are
gathered and reviewed pursuant to 23 CFR 630 Subpart J.

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ALABAMA DEPARTMENT OF TRANSPORTATION
TRAFFIC CONTROL DEVICE QUALITY GUIDE

….providing guidance on
proper inspection of
traffic control devices
used in work zones.

A RESOURCE FOR PROJECT TRAFFIC

CONTROL INSPECTORS

https://www.dot.state.al.us/
 ALDOT Construction Manual

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ALDOT Traffic Control Device Quality Guide

Introduction
Temporary Traffic Control (TTC) devices and features play a crucial role in ensuring the safety of motorists,
pedestrians, and workers in construction work zones. To achieve this goal, it is important to adhere to
the standards and guidelines set forth by organizations such as the Federal Highway Administration
(FHWA), the Manual on Uniform Traffic Control Devices (MUTCD), and the Alabama Department of
Transportation (ALDOT) Standard Specifications and Drawings.

The MUTCD, specifically Part 6, serves as the national standard for the design and placement of TTC
devices and features used in construction work zones. The MUTCD outlines guidelines for the proper use
of signs, channelizing devices (i.e., cones, drums, channelizers, etc.), barricades (i.e., Type I, II, and III),
concrete barrier rail, traffic stripe, and other TTC devices to manage traffic in construction zones,
incidents, and other temporary situations. The FHWA provides guidance on how to implement the
MUTCD, while the ALDOT Standard Specifications and Drawings provide specific instructions for
implementing TTC devices and features used on state construction projects.

The ALDOT Traffic Control Device Quality Guide is intended for use by ALDOT Project Traffic Control
Inspectors (PTCIs) to evaluate the adequacy, proper installation, and continued maintenance of the TTC
plan by the contractor or subcontract in charge of temporary traffic control on ALDOT construction
projects. This document is separated into two parts. Part 1 provides quality guidelines on the adequacy
and appearance of TTC devices categorized into acceptable, marginal, and unacceptable conditions. Part
2 provides project specific situations for ALDOT PTCIs to reference when determining the acceptability of
a TTC device condition and field installation. ATSSA’s Quality Guidelines for Temporary Traffic Control
Devices was referenced, with permission, when developing ALDOT’s Traffic Control Device Quality Guide.

In this context, this Guide aims to provide a comprehensive reference for the proper use, placement, and
maintenance of TTC devices and features, ensuring the safety of all road users. The Guide covers topics
such as selecting the appropriate TTC device or feature, determining the correct placement and spacing,
providing adequate signage and warning, and ensuring proper maintenance and inspection of the devices.
By adhering to this Guide, ALDOT can effectively manage traffic in temporary situations and improve
safety for all users.

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Relevant Documents and Training Courses
MANUAL ON TRAFFIC CONTROL DEVICES (MUTCD) – 2009 Edition
- Part 6: Temporary Traffic Control Zones
ALDOT GUIDELINE FOR OPERATIONS (GFOs) AND STANDARD OPERATING PROCEDURE (SOP)
- ALDOT GFO 1-5: Hard Hats, High Visibility Safety Apparel, and Whistles
- ALDOT GFO 3-61: Work Zone Safety and Mobility
- ALDOT GFO 3-65: Temporary Traffic Control Devices
- ALDOT GFO 4-9: Proper Use of Regulatory Speed Limit Signs in Construction Work Zones
- ALDOT Standard Operating Procedure (SOP) for Determining Speed Limits in a Work Zone
ALDOT STANDARD SPECIFICATIONS
- Section 107.14(c): Responsibility for Damage Claims – Reporting Accidents
- Section 701: Traffic Stripe
- Section 703: Traffic Control Markings and Legends
- Section 705: Pavement Markers
- Section 726: Portable Concrete Safety Barriers and Impact Attenuators
- Section 728: Truck Mounted Impact Attenuator
- Section 740: Traffic Control Devices for Construction Work Zones
- Section 741: Portable Sequential Arrow and Chevron Sign Unit
- Section 742: Portable Changeable Message Signs
- Section 745: Uniformed Police Officers
- Section 757 Portable Traffic Signal
ALDOT STANDARD AND SPECIAL DRAWINGS
Traffic Control Devices for Construction Work Zones (Section 74000-74007)
- B-107-2: Perforated Square Steel Tubing (PSST) Barricades Type I, Type II, and Type III & Vertical Panels Type I and II
- TCD 100: Details for Traffic Channelization Devices
Portable Changeable Message Signs (Section 74200-74203)
- PCMS-710: Details of Portable Changeable Message Signs (PCMS)
Pavement Markers (Section 70500-70511)
- PM-705-1: Details of Pavement Markers Class A, A-H, and B
Portable Concrete Safety Barriers and Impact Attenuators (Section 72600-72659)
- PNJB-629: 350, TL-3 Previously Cast Concrete Barrier – Type 6 (Portable)
- PCBM-726-JJ: Mash, TL-3 Precast Concrete Barrier – Type 6 J-J Hook Design (F-Shape) (Portable)
- GTE-629: 350, TL-3 Previously Cast Concrete Barrier, Type 6A for use with Approved Impact Attenuator System
(Portable)
- IA-720-MWS: Details of Sled System Impact Attenuator (MASH) (Work Zone Only)
- IA-720-MWA: Details of Absorb-M System Impact Attenuator (MASH) (Work Zone Only)
- IA-720-M: Details of QuadGuard Elite Impact Attenuator (MASH) (Work Zone Only)
- IA-720-N: Details of Quest System Impact Attenuator (Work Zone Only)
- IA-720-Z: Details of ACZ-350 Impact Attenuator (Work Zone Only)
- IA-720-P: Details of Triton Impact Attenuator (Work Zone Only)
- IA-720-Q: Details of QuadGuard System Impact Attenuator (Work Zone Only)
- IA-720-T: Details of Tracc Impact Attenuator (Work Zone Only)
- IA-720-V: Details of Absorb-350 Impact Attenuator (Work Zone Only)
- IA-720-W: Details of Tau-II System Impact Attenuator (Work Zone Only)
- IA-720-X: Details of SCI (TL-2) Impact Attenuator (Work Zone Only)
ALDOT Traffic Control Details
- SPD 2000: General Traffic Control Plan Notes
- SPD 2001: Standard Details for Traffic Control Plans
- SPD 2001A: Standard Details for Traffic Control Plans
ALDOT Construction Manual
- 700 SG-1 Traffic Control Procedure and Quality Guide
ALDOT LIST OF QUALIFIED MATERIALS, SOURCES, AND DEVICES
- List II-31: Portable Barriers and Attenuators
- List IV-3: Work Zone Traffic Control Devices

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- List IV-4: Miscellaneous Traffic Control Devices
- List V-I: Reflective Sheeting for Traffic Control
- List V-3: Temporary Traffic Marking Materials
CONSTRUCTION INFORMATION MEMORANDUM
- No. 3 – 2019: Use of ALEA Troopers and Uniformed Police Officers in Construction Work Zones
ATSSA REFERENCES & TRAINING COURSES
- ATSSA Quality Guidelines for Temporary Traffic Control Devices
- ATSSA Traffic Control Technician (TCT) Training Course
- ATSSA Flagger Training Courses
- ATSSA Traffic Control Supervisor (TCS) Training Course
ADDITIONAL TRAINING COURSES
- Temporary Traffic Control Training for ALDOT Construction Inspectors
Course Description: A need exists for road building contractors, project inspectors, and project engineers to be
properly trained in temporary traffic control installations and be able to assess conditions throughout the entire
project duration that assists with evaluation, identification, and assessment of existing hazards while also
providing guidance for corrective measures. To fulfill this need, this training course in Temporary Traffic Control
(TTC) will aid safety professionals, designers, project engineers, inspectors, maintenance personnel, contractors,
and employees in the field in the proper application of TTC practices and procedures.

The Alabama Department of Transportation standard specifications, standard drawings, guidelines for
operation, traffic control procedure, inspection process, and crash reporting procedure are highlighted
throughout the course and provided as an example.

The learning objectives are for participants to: (1) cover the principles used in TTC and work zone safety, and
explain the liability associated with improper application of TTC; (2) acquaint project personnel with the relevant
provisions of the MUTCD and relevant ALDOT documents; (3) emphasize the FHWA requirements for traffic
control procedures for work zones; and (4) review documentation requirements.

- Alabama Law Enforcement Construction Zone Safety Training

Course Description: The purpose of this course is to make law enforcement officers better aware of hazards
associated with working in construction zones and offer tips to enhance their safety as they ensure the safety of
the construction crews and the traveling public. The completion of this training is a requirement for officer’s
eligibility to work in ALDOT construction zones as mandated by the Code of Federal Regulations 23 CFR 640
Subpart J.

Throughout this course, officers will be given the basic knowledge that can save lives, including their own when
working in a construction work zone. Law enforcement officers receive vital safety training related to the normal
course of duty. This training is also important because construction zones have the potential for great danger.

This course examines the roles and responsibilities of everyone involved in construction work zones. Officers will
be provided with an understanding of work zones including zone set up, terminology, and operating procedures.
Recommendations will be offered as to practices that officers should incorporate into their presence in a
construction work zone.

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PART 1: TTC Device Quality Guidelines
Part 1 of ALDOT Traffic Control Device Quality Guide is intended to provide quality guidelines for
temporary traffic control devices used on state construction projects.

The following devices are covered in Part 1:

- regulatory, warning, and guide signs,
- sign coverings,
- drums,
- cones,
- 42-in. channelizer cones,
- Type I, II, and III Barricade and Vertical Panels, and
- Worker Safety Vests.

Project Traffic Control Inspectors (PTCIs) can generically use the following definitions to determine the
acceptability of TTC devices used on state construction projects. The quality of TTC devices can generally
be considered acceptable, marginal, or unacceptable as defined below. The PTCI should also reference
the appropriate ALDOT Specifications and Drawings for additional information and guidance pertaining to
specific TTC devices.

Acceptable Conditions: TTC devices are considered acceptable if they are in good condition and meet the
required standards for design, placement, and maintenance. These devices are free from defects,
damage, or wear that could compromise their effectiveness in managing traffic in work zones.
Additionally, they are placed in accordance with the approved ALDOT traffic control plan, provide
adequate warning to motorists, and are properly maintained and inspected.

Marginal Conditions: TTC devices are considered marginal if they show some signs of wear or damage but
are still capable of fulfilling their intended function. For example, a traffic cone that is slightly dented or
scratched may be considered marginal, but still acceptable for use. However, devices in marginal
condition should be monitored closely and replaced if they show any signs of further deterioration or
damage.

Unacceptable Conditions: TTC devices are considered unacceptable when they are in poor condition and
do not meet the required standards for design, placement, and maintenance. These devices may be
damaged, worn, or misplaced, which can compromise their effectiveness in managing traffic in work
zones. Such devices should be immediately removed from service and replaced with acceptable devices.

It is essential to regularly inspect TTC devices and features to ensure that they are in acceptable condition
and in compliance with the MUTCD and ALDOT Standard Specifications and Drawings. This helps to
maintain safety for all road users in ALDOT construction work zones.

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Regulatory, Warning, & Guide Signs – Device Quality Guidelines
ACCEPTABLE: The sign face is the correct color, is
retroreflective, and is generally in good condition. The
sign face, legend, and border are free of major scratches
and abrasions and there is little loss of lettering or sign
border.

The message is clean and legible per ALDOT standards and

the design criteria of the MUTCD. Regulatory Signs shall
use a Type IV sheeting, whereas warning signs shall use a
Type XI fluorescent sheeting.

MARGINAL: Color fading is evident, and the sign panel

contains multiple scratches or abrasions, but maintains its
color, retroreflective properties, and legibility during both
the day and night. Sign legends, letters, or borders may
have slight loss and minor scratches; however, the
message is legible per ALDOT standards and the design
criteria of the MUTCD.

The surface should be clean and not have large areas

covered in residue (i.e., asphalt, cement slurry, paint,
etc.).

UNACCEPTABLE: Signs that are dirty or covered in residue

(i.e., asphalt, cement slurry, paint, etc.) and are no longer
legible. Sign lettering, symbols, or borders experiencing
significant loss and have major damage and scratches that
renders the message illegible per ALDOT Standards and
the MUTCD.

Signs are unacceptable if they are bent/damaged, and the

entire surface area of the sign is not maintained.

If a sign experiences noticeable color fading, loss of

retroreflective properties, or bleed through of a previous
message, the signs are considered unacceptable and
should be replaced.

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Sign Coverings – Device Quality Guidelines
ACCEPTABLE: The sign face is fully covered with
½-in. exterior plywood, an aluminum composite material,
or an aluminum sign. Sign coverings must be sized to the
exact size and shape so that no portion of the sign is
visible. The covering should be adequately secured to
prevent damaging the sign and becoming dislodged.

Covering material shall be maintained in a neat and

workmanlike manner during its use.

MARGINAL: The sign face is mostly covered but some of

the sign elements are legible, excluding the legend. The
covering material is mostly sized to match the size and
shape of the sign; however, edges and corners are visible.

Covering material shall be maintained in a neat and

workmanlike manner during its use.

UNACCEPTABLE: the sign covering material only covers

the legend and large areas of the sign are exposed and
visible. The covering is not the correct size or shape. The
sign cover material is not opaque and allows the legend to
show through the material, allowing the sign to be read
and interpreted.

The sign covering material is not properly secured to the

sign assembly, allowing the sign legend to be visible and
interpreted. Material not properly secured to the sign
assembly may cause damage to the surface of the panel.

Material should not have letters or identification markings

when used to as a sign cover (i.e., contractor logos,
markings, etc.)

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Drums – Device Quality Guidelines
ACCEPTABLE: The drum is the proper size (36 in.), proper
color (orange fluorescent), and has Type IV retroreflective
sheeting with alternating 6-in. wide alternating orange
fluorescent and white bands per ALDOT Standard Drawing
TCD-100. The drum is in its original shape, is clean, and
maintains the full appearance of its surface area.

Minor abrasions, tears, and scratches in the sheeting are

acceptable if the quality of retroreflective properties is
maintained for nighttime conditions.

MARGINAL: Color fading of the retroreflective sheeting is

evident, contains multiple scratches or tears, but
maintains most of its retroreflective properties. The
original shape of the drum is maintained, however minor
dents are allowed if it does not impact the retroreflective
properties of the sheeting.

The surface should be clean and not have large areas that
are dirty or covered in residue (i.e., asphalt, cement slurry,
paint, etc.).

UNACCEPTABLE: The color of the drum has faded

considerably, and large portions of the retroreflective
bands have been damaged, missing, or peeling off making
the drum ineffective.

Other unacceptable conditions include deformation (i.e.,

dents, material fracture, etc.) in which the drum does not
maintain its original size and shape.

If the drum is dirty or covered with residue (i.e., asphalt

splatter, concrete slurry, paint, etc.), it is considered
ineffective and unacceptable. These devices should be
cleaned or replaced.

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Cones – Device Quality Guidelines
ACCEPTABLE: The cone is the proper size (36 in.), proper
color (orange fluorescent), and has Type IV retroreflective
sheeting with a 6 in. top band and a 4 in. lower band
separated by 2 in. per ALDOT Standard Drawing TCD-100.
The cone is in its original shape, is clean, and maintains the
full appearance of its surface area.

Minor tears and scratches in the sheeting are acceptable

if the quality of retroreflective properties is maintained
for nighttime conditions.

MARGINAL: The sheeting is faded, contains multiple

scratches or tears, but maintains its retroreflective
properties. The original shape of the cone is maintained
with minor dents.

The surface should be clean and not have large areas

covered in residue (i.e., asphalt splatter, concrete slurry,
paint, etc.).

UNACCEPTABLE: The color of the cone has faded

considerably, and large portions of the retroreflective
bands have been damaged or are peeling off making the
device ineffective.

Other unacceptable conditions include deformation (i.e.,

dents, material fracture, etc.) in which the cone does not
maintain its original size and shape.

If the cone is dirty or covered with residue (i.e., asphalt

splatter, concrete slurry, paint, etc.), the cone is
considered ineffective and unacceptable. These devices
should be cleaned or replaced.

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42 in. Channelizer Cones – Device Quality Guidelines
ACCEPTABLE: The channelizer cone is the proper size (42
in.), proper color (orange fluorescent), and has Type IV
retroreflective sheeting with alternating 6-in. wide
alternating orange and white bands per ALDOT Standard
Drawing TCD-100. The channelizer cone is in its original
shape, is clean, and maintains the full appearance of its
surface area.

Minor tears and scratches in the sheeting are acceptable,

if the quality of the retroreflective properties is
maintained for nighttime conditions.

MARGINAL: The sheeting is faded, contains multiple

scratches or tears, but maintains its retroreflective
properties. The original shape of the channelizer cone is
maintained with minor dents.

The surface should be clean and not have large areas

covered in residue (i.e., asphalt splatter, concrete slurry,
paint, etc.).

UNACCEPTABLE: The color of the channelizer cone has

faded considerably, and large portions of the
retroreflective bands have been damaged or are peeling
off making the device ineffective and difficult to see
during nighttime conditions.

Other unacceptable conditions include deformation (i.e.,

dents, material fracture, etc.) in which the device does not
maintain its original size and shape.

If the device is dirty or covered with residue (i.e., asphalt

splatter, concrete slurry, paint, etc.), the channelizer cone
is considered ineffective and unacceptable. These devices
should be cleaned or replaced.

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Type I, II, & III Barricades & Vert. Panels - Device Quality Guidelines
ACCEPTABLE: All panels must be retroreflective using
Type XI retroreflective sheeting. The panels should not be
bent or deformed to the extent that visibility of the
surface area is diminished. Panels may have minor
abrasions or scratches that result in very little loss of
retroreflective sheeting. The orange diagonal stripe is
vivid. The orange and white diagonal stripes provide
contrast.

The surface should be clean and not have large areas

covered in residue (i.e., asphalt splatter, concrete slurry,
paint, etc.).

MARGINAL: there are numerous surface abrasions on the

panel surface that do not result in large areas of missing
retroreflective sheeting. Some color fading is evident;
however, the panels still maintain their retroreflective
properties. The orange is still vivid. The orange and white
diagonal stripes continue to provide contrast.

The surface should be clean and not have large areas

covered in residue (i.e., asphalt splatter, concrete slurry,
paint, etc.).

UNACCEPTABLE: The surface has experienced surface

abrasions and scratches over a high percentage of the
panel area. Noticeable loss of retroreflective material is
evident and color fading is obvious. Panels are missing or
otherwise damaged or broken resulting in substantial loss
of surface area.

If large areas of the panel are dirty or covered with residue

(i.e., asphalt splatter, cement slurry, dirt, etc.) thereby
affecting panel visibility and retroreflectivity, it is
considered unacceptable. These devices should be
cleaned or replaced.

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High Visibility Safety Apparel – Device Quality Guidelines
ACCEPTABLE: New high visibility safety apparel must
conform with the ANSI/ISEA 107-2010 or 107-2015
standard, be a Class II or Class III per ALDOT GFO 1-5, have
vivid color contrast, and excellent retroreflectivity.

Used high visibility vests that still have vivid color contrast,
high retroreflectivity, and little to no soiling resembling a
like-new condition are considered acceptable.

MARGINAL: The apparel has good retroreflectivity, slight

fading, and some soiling. The garment has exceeded the
wash rating per the manufacturer’s label (typically a max
of 25 washes). Workers should plan to obtain a
replacement vest soon.

UNACCEPTABLE: the apparel exhibits heavy soiling, faded

colors, poor retroreflectivity, and has been washed more
than 25 times. The retroreflective stripes are deteriorating
and the product has poor color contrast.

The vest is no longer acceptable and should be replaced.

Any depiction of high visibility safety apparel in this Quality Guide is intended as guidance for apparel worn by
ALDOT personnel. It is not intended for use by ALDOT to inspect or monitor apparel worn by the contractor’s
employees. The contractor is reminded of the requirement to provide its employees with high visibility safety
apparel meeting 23 CFR Part 634 titled Worker Visibility Rule.

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PART 2: TTC Device Condition, Installation and Placement
Guidelines
Part 2 of this ALDOT guidance document is intended to provide PTCIs with project-specific examples showing
acceptable and unacceptable conditions associated with the condition, installation, or placement of TTC devices
used on state construction projects.

The following devices covered in Part 2 include:

- Signs – Condition
- Signs – Installation/Placement
- Sign Coverings
- Drums – Condition
- Drums – Installation/Placement
- Cones – Condition
- Cones – Installation/Placement
- Type III Barricades – Condition/Placement
- Vertical Panels – Condition/Installation/Placement
- Striping – Installation/Maintenance
- Portable Changeable Message Signs
- Portable Concrete Barrier Rails
- Equipment and Material Placement
- High Visibility Safety Apparel
- Flaggers
- Law Enforcement Officers (LEO) Positioning

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Construction Signs – Condition
Acceptable ( ) | Unacceptable ( )

Good condition and visibility Good condition and visibility

Damaged sign and minor scratches to sheeting “1/2” font is too small

Incorrect font for “7” Screwdriver used to affix sign plate to panel

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Construction Signs – Condition (cont’d)
Acceptable ( ) | Unacceptable ( )

Previous legend still visible Previous legend still visible

Faded and discolored sheeting Faded and discolored sheeting

affecting retroreflectivity affecting retroreflectivity

Poor sheeting and retroreflectivity Scratched and damaged sheeting

Procedure for Traffic Control through Construction Work Zones Page 22 of 59

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Construction Signs – Condition (cont’d)
Acceptable ( ) | Unacceptable ( )

Damaged sign panel Sign is covered with paint residue

Damaged sign posts 1000 FT font is too small

and “FT” is redundant

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Construction Signs – Installation / Placement
Acceptable ( ) | Unacceptable ( )

Excessively high mounting of sign Sign out of plumb and “6” font too small

Sign out of plumb Sign mounted too low

Sign mounted too low Sign mounted too low

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Construction Signs – Installation / Placement (cont’d)
Acceptable ( ) | Unacceptable ( )

Sign mounted too low Sign mounted too low

Speed limit sign blocked Signs installed too close together

Inadequate sign spacing Signs installed too close together

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Construction Signs – Installation / Placement (cont’d)
Acceptable ( ) | Unacceptable ( )

Improper sign spacing Signs installed too close together

Sign out of place (too close to curve) Signs installed too close together

Vegetation limiting sign visibility All signs should be removed from

(maintenance required) roadway when work is no longer on-going

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Construction Signs – Installation / Placement (cont’d)
Acceptable ( ) | Unacceptable ( )

Sign installed too close to PCMS Conflicting speed limit signs

Confusing sign sequencing Vegetation limiting sign visibility

(‘Road Work Ahead’ followed by ‘End Road Work’ sign) (maintenance required)

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Construction Signs – Sign Covering
Acceptable ( ) | Unacceptable ( )

Sign properly and completely covered Sign properly and completely covered

Sign sequence properly Signs and plaques should be covered or

and completely covered removed since grooved pavement no longer exists

Sign and plaque properly covered Sign and plaque not properly covered
and sign covering is incorrect shape

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Construction Signs – Sign Covering (cont’d)
Acceptable ( ) | Unacceptable ( )

Conflicting speed limit signs Sign not completely covered

(“Speed Limit 50” sign not properly covered) and covering is incorrect size and shape

Sign cover maintenance required Sign and plaque not properly covered

Sign not properly covered Sign cover should not have any markings
and covering is incorrect size and shape and sign plaque not covered

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Construction Signs – Sign Covering (cont’d)
Acceptable ( ) | Unacceptable ( )

Unacceptable sign covering Unacceptable sign covering

Unacceptable sign covering Unacceptable sign covering

XYZ

Unacceptable sign covering Sign not completely covered and

sign cover should not have any markings

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Construction Signs – Sign Covering (cont’d)
Acceptable ( ) | Unacceptable ( )

Sign not completely covered Sign not completely covered and

and sign covering is incorrect size and shape sign cover is incorrect type, size and shape

Unacceptable sign covering Sign not completely covered and

sign covering has markings on it

Missing sign covering Missing sign covering

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Drums – Condition
Acceptable ( ) | Unacceptable ( )

Retroreflective sheeting in good condition Damage to drum shape

and ballast properly installed

Covered with asphalt Covered with residue (e.g., concrete slurry)

Missing retroreflective sheeting Sheeting too narrow

(6” minimum width required)

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Drums – Condition (cont’d)
Acceptable ( ) | Unacceptable ( )

Retroreflective sheeting in poor condition Poor retroreflective at night (drum on right)

Old drums comingled with new orange New drum w/Type IV sheeting versus
fluorescent drums with Type IV sheeting Old Drum w/Type III sheeting

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Drums – Installation/Placement
Acceptable ( ) | Unacceptable ( )

Good layout, spacing, and alignment Good spacing and alignment

Good layout, spacing, and alignment Good spacing and alignment

including construction entrance

Poor Spacing – spacing is not uniform Old drums comingled with new orange
fluorescent drums with Type IV sheeting

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Cones – Condition
Acceptable ( ) | Unacceptable ( )

Good condition with retroreflective sheeting Good condition with retroreflective sheeting

Covered with asphalt splatter No retroreflective sheeting

Unacceptable cone color – orange cone required Retroreflective sheeting in poor condition,
(Note: yellow cone may be used to warn operators color faded, and dirty
of overhead utility lines or clearance issues)

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Cones – Installation/Placement
Acceptable ( ) | Unacceptable ( )

Poor alignment, dirty, and poor sheeting Covered in asphalt splatter

rendering retroreflectivity useless

Good condition with retroreflective sheeting Partial asphalt splatter

affecting retroreflectivity

Completely covered in asphalt splatter

rendering retroreflectivity useless

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Type III Barricades – Condition/Placement
Acceptable ( ) | Unacceptable ( )

Good condition and placement Properly labeled between

top and mid-rail on upright

Noticeable faded sheeting Broken mid-rail

Sheeting peeling off top rail Missing top rail

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Type III Barricades – Condition/Placement (cont’d)
Acceptable ( ) | Unacceptable ( )

Barricades placed at point of hazard

and no buffer space provided

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Vertical Panels – Condition/Installation/Placement
Acceptable ( ) | Unacceptable ( )

Good condition, installation, alignment Good condition, installation, alignment

and spacing and spacing

Good condition, installation, alignment Panel not secured properly to post

and spacing

Maintenance required to upright Not mounted at proper height

and straighten vertical panel

Procedure for Traffic Control through Construction Work Zones Page 39 of 59

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Striping – Installation/Maintenance
Acceptable ( ) | Unacceptable ( )

Thorough stripe removal Thorough stripe removal

Incomplete removal and conflicting stripe Incomplete removal and conflicting stripe

Incomplete stripe removal Incomplete removal and conflicting stripe

Procedure for Traffic Control through Construction Work Zones Page 40 of 59

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Striping – Installation/Maintenance (cont’d)
Acceptable ( ) | Unacceptable ( )

Incomplete removal and conflicting stripe Incomplete removal and conflicting stripe

Black paint used to cover stripe Black paint used to cover stripe
(Note: Engineer may allow covering of stripe in certain
situations per Subarticle 701.03(i))

Worn striping – re-striping needed Worn striping – re-striping needed

Procedure for Traffic Control through Construction Work Zones Page 41 of 59

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Striping – Installation/Maintenance (cont’d)
Acceptable ( ) | Unacceptable ( )

Worn striping – re-striping needed Conflicting stripe – removal needed

Procedure for Traffic Control through Construction Work Zones Page 42 of 59

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Portable Changeable Message Signs
Acceptable ( ) | Unacceptable ( )

Good visibility and delineation Good visibility and delineation

Too low, not level, and blocking another sign Wording is misspelled

Unacceptable message displayed, message Numerous pixels not working

not center justified, and not delineated with drums

Procedure for Traffic Control through Construction Work Zones Page 43 of 59

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Portable Changeable Message Signs (cont’d)
Acceptable ( ) | Unacceptable ( )

Unacceptable message displayed Unacceptable message displayed

and improper drum delineation and improper drum delineation

Numerous pixels not working, message not Numerous pixels not working
center justified, and improper drum delineation and improper drum delineation

Procedure for Traffic Control through Construction Work Zones Page 44 of 59

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Portable Concrete Barrier Rail - Condition
Acceptable ( ) | Unacceptable ( )

Good condition (J-J Hook Type) w/reflectors Good condition (bolt and loop type)

Info properly embossed on Top of Rail Info not properly embossed during casting

Physical damage – needs replacement Physical damage – needs replacement

Procedure for Traffic Control through Construction Work Zones Page 45 of 59

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Portable Concrete Barrier Rail - Condition (cont’d)
Acceptable ( ) | Unacceptable ( )

Correct bolt size and secured with nut Bolt Too Small
(Minimum Diameter 1 ¼” Required)

Not properly bolted and secured at bottom Bolt not secured with nut at top

Bolt not secured with nut at bottom No bolt to secure rail segments in place

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Portable Concrete Barrier Rail (cont’d)
Acceptable ( ) | Unacceptable ( )

Field modification of original Field modification of original

manufactured connection not allowed manufactured connection not allowed

No reflectors on top of rail Incorrect rail reflector color on top of rail

(reflectors should match adjacent white stripe)

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Equipment and Material Placement
Acceptable ( ) | Unacceptable ( )

Traffic control devices properly stored Traffic control devices properly stored
in designated area in designated area

Need to keep pedestrian ways clear Equipment within 30 ft of travel way

and being used to post a sign

Material stored within 30 ft of travel way Equipment within 30 ft of travel way

(Note: closer distances may be approved in certain (Note: closer distances may be approved in certain
cases by the Engineer per TC Note 702) cases by the Engineer per TC Note 702)

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Equipment and Material Placement
Acceptable ( ) | Unacceptable ( )

Equipment within 30 ft of travel way

(Note: closer distances may be approved in certain
situations by the Engineer per TC Note 702)

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High Visibility Apparel
Acceptable ( ) | Unacceptable ( )

Workers on foot without high visibility vest Vest dirty/faded - needs replacement
(worker on right)

Vest dirty/faded (needs replacement) Not wearing retroreflective vest

and vest not properly zipped (worker in middle of picture)

Several vests not properly zipped Vest not properly zipped

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High Visibility Apparel (cont’d)
Acceptable ( ) | Unacceptable ( )

Vest not properly zipped Vest not properly zipped

Vest not properly zipped Vest not properly zipped

Vest not properly zipped and Vest in ambient light versus

sleeves were removed from Class III vest same vest in LED light
(considerable loss of retroreflectivity)

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Flaggers
Acceptable ( ) | Unacceptable ( )

Unacceptable stop/slow paddle Unacceptable stop/slow paddle, not

and worker not properly wearing vest wearing vest, no escape route

Not using stop/slow paddle Sitting down and not commanding attention
or a flag of motorists

Stop/slow paddle held up by drum Stop/slow paddle held up by drum

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Law Enforcement Officer (LEO) Positioning
Acceptable ( ) | Unacceptable ( )

LEO improperly positioned Improperly positioned in taper, on centerline

immediately upstream from work activity upstream of work activity

LEO improperly positioned upstream of TMA LEO improperly positioned upstream of TMA

Procedure for Traffic Control through Construction Work Zones Page 53 of 59

©2023 Zech & LaMondia

WESLEY C. ZECH, Ph.D.

E: zechwes@uab.edu
O: 205.934.1685
Dept. of Civil, Construction, & Env.
Engineering
1075 13th Street South
Birmingham, AL 35205

JEFFREY J. LAMONDIA, Ph.D.

E: jlamondia@auburn.edu
O: 334.844.6284
Dept. of Civil & Env. Engineering
238 Harbert Engineering Center
Auburn, AL 36830

https://www.dot.state.al.us/
 ALDOT Construction Manual

Updated 1/4/2024

FEDERAL-AID POLICY GUIDE Part 630

PRECONSTRUCTION

Subpart J Work Zone Safety and Mobility

Authority: 23 U.S.C. 106,109, 115,315,320, and 402(a); 23 CFR 1.32; and 49 CFR 1.48(b).
Source: 69 FR 54569, Sept. 9, 2004, unless otherwise noted.

Sec. 630.1002 Purpose.23 CFR 630J

Work zones directly impact the safety and mobility of road users and highway workers. These safety
and mobility impacts are exacerbated by an aging highway infrastructure and growing congestion in
many locations. Addressing these safety and mobility issues requires considerations that start early in
project development and continue through project completion. Part 6 of the Manual On Uniform Traffic
Control Devices (MUTCD) 1 sets forth basic principles and prescribes standards for the design,
application, installation, and maintenance of traffic control devices for highway and street
construction, maintenance operation, and utility work. In addition to the provisions in the MUTCD,
there are other actions that could be taken to further help mitigate the safety and mobility impacts
of work zones. This subpart establishes requirements and provides guidance for systematically
addressing the safety and mobility impacts of work zones, and developing strategies to help manage
these impacts on all Federal-aid highway projects.

Sec. 630.1004 Definitions and explanation of terms.

As used in this subpart:

Highway workers include, but are not limited to, personnel of the contractor, subcontractor, DOT,
utilities, and law enforcement, performing work within the right-of-way of a transportation facility.

Mobility is the ability to move from place to place and is significantly dependent on the availability
of transportation facilities and on system operating conditions. With specific reference to work zones,
mobility pertains to moving road users efficiently through or around a work zone area with a minimum
delay compared to baseline travel when no work zone is present, while not compromising the safety
of highway workers or road users. The commonly used performance measures for the assessment of
mobility include delay, speed, travel time and queue lengths.

Safety is a representation of the level of exposure to potential hazards for users of transportation
facilities and highway workers. With specific reference to work zones, safety refers to minimizing
potential hazards to road users in the vicinity of a work zone and highway workers at the work zone
interface with traffic. The commonly used measures for highway safety are the number of crashes or
the consequences of crashes (fatalities and injuries) at a given location or along a section of highway
during a period of time. Highway worker safety in work zones refers to the safety of workers at the
work zone interface with traffic and the impacts of the work zone design on worker safety. The
number of worker fatalities and injuries at a given location or along a section of highway, during a
period of time are commonly used measures for highway worker safety.
Work zone 2 is an area of a highway with construction, maintenance, or utility work activities. A
work zone is typically marked by signs, channelizing devices, barriers, pavement markings, and/or

1
The MUTCD is approved by the FHWA and recognized as the national standard for traffic control on all public roads.
It is incorporated by reference into the Code of Federal Regulations at 23 CFR part 655. It is available on the FHWA's
Web site at http://mutcd.fhwa.dot.gov/ and is available for inspection and copying at the FHWA Washington, DC
Headquarters and all FHWA Division Offices as prescribed at 49 CFR part 7.

2
MUTCD, Part 6, “Temporary Traffic Control,” Section 6C.02, “Temporary Traffic Control Zones.”

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work vehicles. It extends from the first warning sign or high-intensity rotating, flashing, oscillating, or
strobe lights on a vehicle to the END ROAD WORK sign or the last temporary traffic control (TTC)
device.

Work zone crash 3 means a traffic crash in which the first harmful event occurs within the boundaries
of a work zone or on an approach to or exit from a work zone, resulting from an activity, behavior, or
control related to the movement of the traffic units through the work zone. This includes crashes
occurring on approach to, exiting from or adjacent to work zones that are related to the work zone.

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, other modes of transportation, and/or the
regional transportation network.

Sec. 630.1006 Work zone safety and mobility policy.

Each State shall implement a policy for the systematic consideration and management of work zone
impacts on all Federal-aid highway projects. This policy shall address work zone impacts throughout
the various stages of the project development and implementation process. This policy may take the
form of processes, procedures, and/or guidance, and may vary based on the characteristics and
expected work zone impacts of individual projects or classes of projects. The States should institute
this policy using a multi-disciplinary team and in partnership with the FHWA. The States are
encouraged to implement this policy for non-Federal-aid projects as well.

Sec. 630.1008 State-level processes and procedures.

(a) This section consists of State-level processes and procedures for States to implement and sustain
their respective work zone safety and mobility policies. State-level processes and procedures, data
and information resources, training, and periodic evaluation enable a systematic approach for
addressing and managing the safety and mobility impacts of work zones.

(b) Work zone assessment and management procedures. States should develop and implement
systematic procedures to assess work zone impacts in project development, and to manage safety and
mobility during project implementation. The scope of these procedures shall be based on the project
characteristics.

(c) Work zone data. States shall use field observations, available work zone crash data, and
operational information to manage work zone impacts for specific projects during implementation.
States shall continually pursue improvement of work zone safety and mobility by analyzing work zone
crash and operational data from multiple projects to improve State processes and procedures. States
should maintain elements of the data and information resources that are necessary to support these
activities.

3
“Model Minimum Uniform Crash Criteria Guideline” (MMUCC), 2d Ed. (Electronic), 2003, produced by National
Center for Statistics and Analysis, National Highway Traffic Safety Administration (NHTSA). Telephone 1-(800)-934-
8517. Available at the URL: http://www-nrd.nhtsa.dot.gov/. The NHTSA, the FHWA, the Federal Motor Carrier Safety
Administration (FMCSA), and the Governors Highway Safety Association (GHSA) sponsored the development of the
MMUCC Guideline which recommends voluntary implementation of the 111 MMUCC data elements and serves as a
reporting threshold that includes all persons (injured and uninjured) in crashes statewide involving death, personal
injury, or property damage of $1,000 or more. The Guideline is a tool to strengthen existing State crash data
systems.
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(d) Training. States shall require that personnel involved in the development, design,
implementation, operation, inspection, and enforcement of work zone related transportation
management and traffic control be trained, appropriate to the job decisions each individual is required
to make. States shall require periodic training updates that reflect changing industry practices and
State processes and procedures.

(e) Process review. In order to assess the effectiveness of work zone safety and mobility procedures,
the States shall perform a process review at least every two years. This review may include the
evaluation of work zone data at the State level, and/or review of randomly selected projects
throughout their jurisdictions. Appropriate personnel who represent the project development stages
and the different offices within the State, and the FHWA should participate in this review. Other non-
State stakeholders may also be included in this review, as appropriate. The results of the review are
intended to lead to improvements in work zone processes and procedures, data and information
resources, and training programs so as to enhance efforts to address safety and mobility on current and
future projects.

Sec. 630.1010 Significant projects.

(a) A significant project is one that, alone or in combination with other concurrent projects nearby
is anticipated to cause sustained work zone impacts (as defined in Sec. 630.1004) that are greater than
what is considered tolerable based on State policy and/or engineering judgment.

(b) The applicability of the provisions in Sec. 630.1012(b)(2) and Sec. 630.1012(b)(3) is dependent
upon whether a project is determined to be significant. The State shall identify upcoming projects that
are expected to be significant. This identification of significant projects should be done as early as
possible in the project delivery and development process, and in cooperation with the FHWA. The
State's work zone policy provisions, the project's characteristics, and the magnitude and extent of the
anticipated work zone impacts should be considered when determining if a project is significant or not.

(c) 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 shall be considered as significant projects.

(d) For an Interstate system project or categories of Interstate system projects that are classified
as significant through the application of the provisions in Sec. 630.1010(c), but in the judgment of the
State they do not cause sustained work zone impacts, the State may request from the FHWA, an
exception to Sec. 630.1012(b)(2) and Sec. 630.1012(b)(3). Exceptions to these provisions may be
granted by the FHWA based on the State's ability to show that the specific Interstate system project or
categories of Interstate system projects do not have sustained work zone impacts.

Sec. 630.1012 Project-level procedures.

(a) This section provides guidance and establishes procedures for States to manage the work zone
impacts of individual projects.

(b) Transportation Management Plan (TMP). A TMP consists of strategies to manage the work zone
impacts of a project. Its scope, content, and degree of detail may vary based upon the State's work
zone policy, and the State's understanding of the expected work zone impacts of the project. For

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significant projects (as defined in Sec. 630.1010), the State shall develop a TMP that consists of a
Temporary Traffic Control (TTC) plan and addresses both Transportation Operations (TO) and Public
Information (PI) components. For individual projects or classes of projects that the State determines to
have less than significant work zone impacts, the TMP may consist only of a TTC plan. States are
encouraged to consider TO and PI issues for all projects.

(1) A TTC plan describes TTC measures to be used for facilitating road users through a
work zone or an incident area. The TTC plan plays a vital role in providing continuity of reasonably
safe and efficient road user flow and highway worker safety when a work zone, incident, or other
event temporarily disrupts normal road user flow. The TTC plan shall be consistent with the provisions
under Part 6 of the MUTCD and with the work zone hardware recommendations in Chapter 9 of the
American Association of State Highway and Transportation Officials (AASHTO) Roadside Design Guide.
Chapter 9 of the AASHTO Roadside Design Guide: “Traffic Barriers, Traffic Control Devices, and Other
Safety Features for Work Zones” 2002, is incorporated by reference in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51 and is on file at the National Archives and Record Administration (NARA). For
information on the availability of this material at NARA call (202) 741-6030, or go to
http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. The entire
document is available for purchase from the American Association of State Highway and
Transportation Officials (AASHTO), 444 North Capitol Street, NW., Suite 249, Washington, DC 20001
or at the URL: http://www.aashto.org/bookstore. It is available for inspection from the FHWA
Washington Headquarters and all Division Offices as listed in 49 CFR Part 7. In developing and
implementing the TTC plan, pre-existing roadside safety hardware shall be maintained at an
equivalent or better level than existed prior to project implementation. The scope of the TTC plan is
determined by the project characteristics, and the traffic safety and control requirements identified
by the State for that project. The TTC plan shall either be a reference to specific TTC elements in
the MUTCD, approved standard TTC plans, State transportation department TTC manual, or be
designed specifically for the project.

(2) 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. Typical TO strategies may include, but are not limited to,
demand management, corridor/network management, safety management and enforcement, and
work zone traffic management. The scope of the TO component should be determined by the project
characteristics, and the transportation operations and safety strategies identified by the State.

(3) The PI component of the TMP shall include communications strategies that seek to
inform affected road users, the general public, area residences and businesses, and appropriate
public entities about the project, the expected work zone impacts, and the changing conditions on
the project. This may include traveler information strategies. The scope of the PI component
should be determined by the project characteristics and the public information and outreach
strategies identified by the State. Public information should be provided through methods best
suited for the project, and may include, but not be limited to, information on the project
characteristics, expected impacts, closure details, and commuter alternatives.

(4) States should develop and implement the TMP in sustained consultation with
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).
(c) The Plans, Specifications, and Estimates (PS&Es) shall include either a TMP or provisions
for contractors to develop a TMP at the most appropriate project phase as applicable to the
State's chosen contracting methodology for the project. A contractor developed TMP shall be
subject to the approval of the State, and shall not be implemented before it is approved by the
State.

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(d) The PS&Es shall include appropriate pay item provisions for implementing the TMP, either

through method or performance based specifications.

(1) For method-based specifications individual pay items, lump sum payment,
or a combination thereof may be used.

(2) For performance based specifications, applicable performance criteria and standards
may be used (e.g., safety performance criteria such as number of crashes within the work zone;
mobility performance criteria such as travel time through the work zone, delay, queue length, traffic
volume; incident response and clearance criteria; work duration criteria).

(e) Responsible persons. The State and the contractor shall each designate a trained
person, as specified in Sec. 630.1008(d), 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.

Sec. 630.1014 Implementation.

Each State shall work in partnership with the FHWA in the implementation of its policies and procedures
to improve work zone safety and mobility. At a minimum, this shall involve an FHWA review of
conformance of the State's policies and procedures with this regulation and reassessment of the State's
implementation of its procedures at appropriate intervals. Each State is encouraged to address
implementation of this regulation in its stewardship agreement with the FHWA.

Sec. 630.1016 Compliance date.

States shall comply with all the provisions of this rule no later than October 12, 2007. For
projects that are in the later stages of development at or about the compliance date, and if it
is determined that the delivery of those projects would be significantly impacted as a result of
this rule's provisions, States may request variances for those projects from the FHWA, on a
project-by-project basis.

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