U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590

Skip to content U.S. Department of Transportation/Federal Highway AdministrationU.S. Department of Transportation/Federal Highway Administration


<< PreviousContentsNext >>

ACTT Workshop: Tennessee
April 6-8, 2004, Knoxville, Tennessee

Appendix B (continued): Skill Set Reporting Forms

Traffic/ITS/Worker Safety

IDEA (Short Name) IDEA (Detailed Description) Implementation Details (Barriers, Skill Set Coordination, etc.)
1. Incentives and Disincentives
  • Use contract clauses to encourage the contractor to reduce travel delay and project duration.
  • Use A + B bidding - Time + Money. Consider A + B + C where C is contractor prequalification. Goal is to accelerate construction and reduce traffic delay. Consider having the contractor develop a traffic management plan. Develop traffic management criteria as part of the initial construction contract bidding process - establish maximum delays, minimum capacities, etc. Link these measures to contract incentives.
  • Use offsite preparation, staging areas to reduce impact on Interstate 40 and primary surface streets. Use liquidated damages for noncompliance with traffic standards, lane closures, etc. May want to consider intermediate points for incentive/disincentive, e.g., opening of Hall of Fame Drive, in addition to overall project completion. If Hall of Fame Drive and Interstate 40 are separated, both contracts should include incentives/disincentives for major phases.
  • While Interstate 40 will be completely closed initially, an early opening of one direction of travel would be well received by the public. Contract could include incentives to achieve this goal.
2. Incident Management
  • Incident management will be key to maintaining traffic flow during the construction phase of this project. ITS, HELP trucks, and emergency services are all vital to traffic operations in the project area.
  • ITS system monitors interstate only - no surface street coverage outside the view of cameras (ITS system will be operational in Knoxville in early 2005). Traffic Management Center should offer as much help as possible to City of Knoxville. Surface streets will be greatly affected by this project.
  • Can TDOT divert HELP trucks to city streets, or should part of the contract include a service truck to patrol the area? HELP trucks are stretched thin as is - adding coverage to surface streets could cause problems elsewhere on the system. Safety issues - shoulders are not full-width on many city streets. Can additional HELP trucks be brought in from other cities to assist in times of peak impact? Oregon DOT provided a temporary fire station when a project cut off a fire station from part of its service area.
  • Include a contract line item for local law enforcement along Interstate 640 during the I-40 closure. Also consider funds for onsite or oncall towing services to protect operations on I-640. If trucks are diverted to I-640 prior to the I-40 closure, use Governor's Highway Safety Office funding for state law enforcement, including commercial vehicle enforcement. Encourage participation and coordination with local law enforcement and incident management officials during planning and construction meetings.
  • Consider having the contractor develop a traffic management plan. Develop traffic management criteria as part of the initial construction contract bidding process - establish maximum delays, minimum capacities, etc. Link these measures to contract incentives.
3. Maintenance of Traffic Flow
  • Steps can be taken to anticipate problems on alternate routes to prevent incidents and congestion on these roadways.
  • Take an early look (preplanning as opposed to crisis management) at surface streets in the area, which will serve as a detour. Identify potential bottlenecks along detour routes. Look at revised signal timing, increased turn storage lengths, etc. Upgrades to signal systems on surface streets would be helpful both for detour traffic and incident management capability. Signal coordination and communication with central control could help to manage incidents.
  • Identify potential bottlenecks on Interstate 640 where non-traditional techniques could be applied. Ramp metering, though controversial, could be used to alleviate some congestion, especially along I-640 during the I-40 closure.
  • Post an advisory urging trucks to use the I-640 route before the project begins in earnest.
  • Use of QuickZone could be very beneficial. Use other forms of traffic analysis and modeling in development and implementation of traffic control plan.
  • Use Critical Path scheduling techniques, integrate into traffic management.
  • Park and Ride, Carpool lots could be added to reduce congestion. Identify needed lots before the project starts.
  • Ensure that other interstate routes are not affected by additional construction.
  • Designate responsibility for traffic maintenance to the construction contractor - designate a traffic control and management supervisor. Contract should stipulate that this individual have ATSSA or equivalent certification. Alternate certification is subject to TDOT approval.
4. Public Awareness
  • The use of extensive public education and relations campaigns to inform the public of project details, delays, and alternatives can greatly reduce traffic demand in the project area.
  • By informing the public of project details and offering alternatives to usual traffic patterns, a much more attractive situation can be created for both the contractor and the traveling public. DOT can provide alternate route suggestions, fund increased transit runs, encourage the adoption of shifted work schedules, etc. Work with major employers such as UT and TVA to encourage ride sharing, transit, and off-peak travel. Focus on new traffic control devices and techniques, such as ramp metering, if appropriate.
  • Consider use of Internet site to inform the public. Ensure that someone has responsibility for keeping information fresh. Consider the use of a public information officer (PIO) (in addition to TDOT's regional PIO) devoted to this project to reduce confusion and misinformation in the media. PIO will maintain a working relationship with downtown businesses and homeowners directly affected by the project. PIO should work closely with all local media. TDOT could utilize the services of a PR firm, but it is important that the public face for this project is someone with TDOT.
  • Bring the PIO onboard early (during the planning phase) to keep the public up to speed from the start - this could mean that the PR services should be separated from the construction contract. Traffic management center will automatically provide up-to-date information regarding freeway status (camera images, average speeds, travel times, etc.).
  • 511 will be up and running by the time this project comes on line. HAR will also be in place for general information. Encourage use of park and ride. Make sure that information is timely or it is useless.
  • Working with motor carriers may offer relief - Interstate 640 currently offers no incentive to truckers - encourage its use early either through CVE efforts or through mandatory truck routes.
  • Spread information to out-of-area motorists by providing information and materials at interstate rest areas. Should also provide information to bordering states - GA, KY, NC, VA - to inform drivers of potential delays and encourage alternate routes where appropriate.
5. Hall of Fame Drive
  • Hall of Fame Drive should be completely functional and properly maintained before Interstate 40 is closed.
  • Hall of Fame Drive is an essential alternate route during the Interstate 40 closure. HOF should be open to traffic before the closure. Incentives/Disincentives should be utilized to protect the completion date of HOF.
  • In order to ensure that traffic signals and controls are properly maintained, interagency agreements should be formed between the city and the state. Contractor maintenance is not an attractive option because of the potentially long response times from out of town personnel.
  • Local monitoring of the HOF signal system would improve operations. It would be preferable for the city engineering department to have remote connectivity to the signal system on HOF. Any incident management capability in the signal system would be helpful. Use of video traffic detection (as opposed to loop detection) would help to make the system fully functional at an earlier date. Consider surveillance cameras as part of the HOF system.
<< PreviousContentsNext >>
Updated: 10/27/2015
Federal Highway Administration | 1200 New Jersey Avenue, SE | Washington, DC 20590 | 202-366-4000