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A lot of the enforcement stuff is done in the state on work zone incident management plans, or as they are called, Section 701 plans. It’s in the 701 planning document that talks about enforcement. There are papers that are right at the top of the stack, enforcement papers that are an overview of enforcement and how the roadway was designed, how the roadway would be most efficient, and things like that. They’re not unlike a 790 plan, or the 730 plan. We work well with the highway maintenance districts and the freight companies. We work very well in that area. We can keep the lanes open and then get that enforcement in at the same time.
As of about a month ago, the State Police started using their own iPads, which gives them the ability to get almost a live video feed from the camera. So they can actually view where the truck went, what direction the truck went, what the driver is doing. It gives them a lot of advantages.
W. Perry
Finally, in Subpart K, just about everything we do is automated, all the way to the road. We don’t really have a human attendant. We have a software program that will have the automation. We can look through the data, look at the data, look at the numbers. We look at the way our projects are going, the way our safety zones are going, and then we create the most efficient road.
The fourth question is, What work zone safety and mobility procedures apply to these scoping-level projects? The scoping-level projects, in most cases, are constructed projects. That’s why we have the term scoping-level projects. Then, we have to determine if the work zone safety and mobility procedures are being applied to the projects. Then, we have to determine if the work zone safety and mobility procedures are being applied during the active design phase, during the project construction, during the project completion, and also, post-completion.
We then had to look at our TMRs to see if any of them had changed since last year. That would be how we would maintain compliance with the Federal regulations. We wanted to make sure that the things that we’re doing to maintain compliance are effective and we could get some real-time data on how well we’re doing.
We will also look at other projects, the ones I-70 did before us. During the field portion of the project review, we would verify that the plan documents are clear and easy to understand. We wanted to confirm that effective information about lane closures and other project-level changes is posted in the appropriate locations, and also ensure that all the information is being captured in the documents with information about the effect of closures on local roads. We also wanted to see if we were actively monitoring the Department of Transportation’s quality assurance (QA) plan, which monitors all projects to ensure that all critical decisions have been made and that only qualified, competent individuals are monitoring the process. We want to be sure that we are getting the best answers.
We’re using public documents to look at the subcontractors’ plan documents. This should help us put the plan documents together in an efficient way, because we wanted the same level of detail as we have for the regional plans and the project plans.
Surveys in general aren’t given to everyone and only certain groups, however, in this case, we gave it to all the residents and project engineers, and most of the field engineers, resident engineers, and project engineers. All people had to have the posted links to the survey and the survey was administered through email. The email contained a link to the survey, the survey itself, as well as the instructions. Instructions were to be provided in the email and to be sent again once completed. The survey was composed of the following: The questionnaire
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