Work Zone Traffic

Control Guidelines for

Maintenance Operations
M 54-44.09
May 2021
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 Foreword

While this manual provides interpretive guidance, it does not change the intent of Part 6
of the Manual on Uniform Traffic Control Devices (MUTCD). This manual is a supplement
to the MUTCD and applies to temporary traffic control operations of 3 days or less for
maintenance, utilities, and developers.
Effective traffic control is essential, not only for the safety of the traveling public, but
also for WSDOT employees whose jobs often require them to be near high-speed motor
vehicle traffic. The traffic control guidelines in this manual are intended to reduce field
personnel’s exposure to the risks of proximity to traffic and offer road users consistent
and positive guidance through work zone areas. Safety of crews and the driving public
must be an integral part of WSDOT field operations.
We emphasize that these are guidelines and not absolute standards. The information
provided in this manual is intended to provide consistent statewide guidance in how
to address common work operations and does not address all possible work zone
operations. Modifications to the plans to fit specific work operations and locations
are encouraged. Some portions of the guidance such as the bold text along with
charts shown on the plan sheets refer to WSDOT policy and should be considered
requirements. If these requirements cannot be physically implemented, then MUTCD
standards shall apply as the minimum. The traffic control plans in this manual are to be
used along with sound judgment. Proper planning, a good safety conscious attitude and
full participation from the persons involved in the work zone are all prerequisites to
good traffic control. Aspects of the roadway environment such as weather, time of day,
motor vehicle traffic volumes and speed, presence and composition of other multimodal
traffic, roadway geometry, roadside conditions, and your inventory of traffic control
devices should all be considered when implementing the guidelines of this manual.
If you have any questions or needs not addressed here, please consult your Regional
Traffic Office staff for assistance.

Ron Vessey, Director Pasco Bakotich

Traffic Operations Maintenance Engineer

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January 2021
 Contents
Chapter 1 General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2 Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1-3 Work Duration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-4 Personal Attributes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-5 Personal Protective Wear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-6 Traffic Control Devices and Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-6.1 Crashworthy Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-6.2 Condition of devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-6.3 Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-6.4 Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-6.5 Portable Changeable Message Signs (PCMS). . . . . . . . . . . . . . . . . . . . . . . 1-5
1-6.6 Arrow Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-6.7 Channelizing Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-6.8 Barricades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-6.9 Positive Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-6.10 Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-6.11 Flares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-6.12 Portable Signal Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-6.13 Automated Flagger Assistance Device (AFAD) . . . . . . . . . . . . . . . . . . . 1-10
1-6.14 Portable Highway Advisory Radio (HAR) . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-7 Flagging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-8 Pedestrians, Bicyclists, and Other Roadway Users. . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-8.1 Pedestrians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-8.2 Bicyclists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-8.3 Motorcyclists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-8.4 Schools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-9 Additional Work Zone Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-9.1 Work Zone Speed Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-9.2 Buffer Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
1-9.3 Lane Closure Setup/Takedown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
1-9.4 Survey Work Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-9.5 Public Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-9.6 Roundabout Traffic Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-9.7 Road Closures and Detours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-9.8 Special Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-9.9 Work Over Traffic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-9.10 Short & Very short Duration Work Zone Condition. . . . . . . . . . . . . . . 1-16
1-9.11 Short & Very short Duration Work Zones Rules and Considerations. 1-19
1-10 References for Additional Work Zone Information. . . . . . . . . . . . . . . . . . . . . . . . 1-20

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Chapter 2 Stationary Work Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Chapter 3 Short Duration Work Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Chapter 4 Mobile Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

Chapter 5 Special Details. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

Rolling Slowdown Calculations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Rolling Slowdown Equations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Example Rolling Slowdown Calculations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11

Appendices
Appendix 1 Checklist for Establishing a Temporary Traffic Control Zone* . . . . . . . . . . A-2
Appendix 2 Taper/Channelizing Device Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3
Appendix 3 Road Warrior Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
Appendix 4 Freeway Lane closures with Speed Limit Reductions. . . . . . . . . . . . . . . . . A-7
Appendix 5 Litter Crew Plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-12

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Contents

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Chapter 1 General Information
1-1 Introduction 1-7 Flagging
1-2 Considerations 1-8 Pedestrians, Bicyclists, and Other
1-3 Work Duration Roadway Users
1-4 Personal Attributes 1-9 Additional Work Zone Considerations
1-5 Personal Protective Wear 1-10 References for Additional Work Zone
Information
1-6 Traffic Control Devices and Equipment

1-1 Introduction
The primary function of work zone traffic control is to allow all modes of traffic, including
motor vehicles, bicyclists, and pedestrians to move safely and easily through or around
work areas while still allowing for safe and efficient work operations to be conducted.
Effective temporary traffic control enhances traffic safety and efficiency. All modes of
traffic need and expect to be guided in a clear and positive manner while approaching and
navigating temporary traffic control zones.

The Traffic Control Plans (TCPs) contained in these guidelines are intended to address
common highway maintenance work operations. They are typical in nature and not
drawn to scale so minor modifications may be needed to accommodate site conditions
and specific work operations. An alternate or site-specific plan should be developed if
substantial revisions are necessary. In many instances, an appropriate TCP is achieved by
combining features from various plans to fit the operation and specific roadway features
such as intersections or driveways. Consult the Region Traffic Office staff for assistance.

The Federal Highway Administration’s (FHWA) Manual on Uniform Traffic Control Devices
(MUTCD) is adopted by the Washington State Department of Transportation (WSDOT)
as the legal standard. Part 6 of the manual provides standards and guidance for temporary
traffic control. The typical applications (TAs) shown in Part 6 may also be used but it is
important to remember that they are the minimum national standards and may not meet
specific Washington State requirements. Contact the Region Traffic Engineer for approval
prior to using these applications.

The plans in this manual are not intended for WSDOT contract use. Typical traffic control
plans for contract use can be found at WSDOT - Plan Sheet Library.

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Chapter 1 General Information

1-2 Considerations
1. Always consider the use of positive protection whenever practical. During short-
term operations, a truck-mounted attenuator (TMA) should be used when available.
Long- term projects (three days or longer) may require the use of temporary
concrete barrier.
2. Prior to beginning work, consider all aspects of the work and location, including,
but not limited to, work duration, work area access, motor vehicle traffic speed
and volume, driveways and intersections, presence of all other travel modes, when
deciding on a traffic control plan.
3. After temporary traffic control devices have been placed per the plan, drive through
the installation to determine the effectiveness and make adjustments if appropriate.
Additional reviews throughout the work shift are recommended to ensure that traffic
control devices remain in place. If devices will be in place over night, they should be
reviewed for nighttime effectiveness.
4. Whenever the temporary traffic control zone extends more than 2 miles from the first
advance warning sign, the devices need to be moved forward to maintain appropriate
advance warning to drivers, especially in urban areas with multiple interchange ramps.
5. Contact the region traffic management center (TMC) prior to starting work and after
completion when appropriate, based on region polices to notify them of your work
operation status. Also coordinate with the region communications manager for public
notification and to be included in the weekly region construction activity report.
6. Plan ahead for personnel, equipment, and materials that will be needed for the traffic
control installation and consider opportunities to combine multiple work operations
within a single traffic control installation. This could include region wide and statewide
crews that may have a need to work within your maintenance area.
7. The Washington State Patrol (WSP) and WSDOT have reimbursement agreement for
WSP work zone enforcement and participation in traffic control operations such as
rolling slowdowns. Coordinate early with Region Traffic Office staff to complete a task
order for WSP use. Refer to Traffic Manual M 51-02 Chapter 5, for more information.
8. Credibility with the traveling public is established through the proper and consistent
use of temporary traffic control devices. Poor work zone credibility has a direct,
negative impact on work zone safety by causing driver confusion, frustration,
and disrespect.
9. Temporary pavement markings must be installed prior to opening the roadway to
traffic after paving or chip seal operations. See special detail sheet TCD 8 in Chapter 5
for marking details.
10. Traffic delays must be anticipated and addressed with appropriate work hours to
reduce impacts. Region Traffic Offices may have developed hourly lane closure charts
or will provide allowable closure hours. Traffic should not be allowed to back up past
the advance warning signs. Sign locations may need to be adjusted or additional signs
added to the sequence to address backups. Use of advance portable changeable
message signs (PCMS) and highway advisory radio (HAR) are recommended.

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General Information Chapter 1

1-3 Work Duration

The categories of work duration and their time at a location shall be:
1. Long-term stationary is work that occupies a location more than three days.
2. Intermediate-term stationary is work that occupies a location more than one daylight
period up to three days, or nighttime work lasting more than one hour.
3. Short-term stationary is daytime work that occupies a location for more than one hour
within a single daylight period.
4. Short duration is work that occupies a location up to 1 hour.
5. Very Short Duration is work that will only take a few seconds or minutes to perform.
6. Mobile is work that moves intermittently or continuously.

1-4 Personal Attributes

Awareness – Routinely working near traffic can lead to workers becoming complacent to
the danger around them. Therefore, it is necessary to continually remind ourselves and
those around us of the dangers to which everyone is exposed. Pre-activity Safety Plans
and daily “tail-gate” meetings are required prior to beginning any work operation to ensure
everyone is aware of the task to be performed and their respective duties.

Alertness – There is no place in the work zone for a daydreamer or distracter.

Each individual must stay constantly alert and attentive for their own protection and the
entire crew.

Attitude – A safety-conscious attitude on the part of each crewmember will contribute

greatly to the overall safety for all.

Responsibility – It’s everyone’s responsibility to understand and comply with all safety
standards and practices.

“All WSDOT employees are directed to make the safety of workers and the traveling public
our highest priority during roadway design, construction, maintenance, and related activities”
(excerpt from Executive Order E 1001.01).

1-5 Personal Protective Wear

Refer to the Safety Procedures and Guidelines Manual M 75-01 for guidance and
requirement on personal protective equipment and a pre-activity safety plan (PSP).

For specific questions regarding personal protective equipment, contact the Region
Safety Office.

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Chapter 1 General Information

1-6 Traffic Control Devices and Equipment

1-6.1 Crashworthy Requirements

Portable sign stands with signs, type 1, 2, and 3 traffic barricades, and Truck Mounted
Attenuators must all be compliant with the federal NCHRP 350 or MASH crash test
requirements. Sign stands must have an identifying label on the stand indicating it meets
crashworthy requirements.

1-6.2 Condition of devices

All personal protective equipment and traffic control devices must be kept clean and in
an “acceptable or marginal” condition as defined in the “Quality Guidelines for Temporary
Traffic Control Devices”. A sign or traffic control device determined to be “not acceptable”
shall be replaced as soon as possible. Limited copies of the Quality Guidelines book may
be obtained from the HQ Traffic Office or ordered through the American Traffic Safety
Services Association (www.atssa.com).

1-6.3 Signs
All standard temporary warning signs are required to be 48 × 48 inch diamond shape
with black letters or symbols on a fluorescent orange reflective background. Refer to
the Sign Fabrication Manual M 55-05 for standard sign legends. Roll-up signs are allowed
for WSDOT maintenance work and short duration utility and developer work by permit.
WSDOT contract work requires rigid aluminum signs. Use of double-faced (back-to-back)
signs or signs made of plywood substrate are not crashworthy and are not allowed.

Sign supports must be maintained in good condition. When it is necessary to add weight
for stability, sand bags or other ballast may be used, but the top of the ballast must not be
more than 4 inches above the roadway surface and must not interfere with the breakaway
features of the device. Minimum sign mounting height for temporary warning signs is
1 foot above the ground. When a sign is located behind traffic safety drums or temporary
barrier, use sign supports that will raise the mounting height to 5 feet to provide
additional visibility. Do not block pedestrian and bicyclists access with sign placement.

For the purpose of temporary sign installation, the median barrier is considered to be
part of the shoulder and its measurement shall be used to determine the total width of
the shoulder. Smaller sign sizes may be used in the median when the median width is
between 6.5 feet and 8 feet to provide left sign assemblies on multilane roadways.

Signs that will be in place at one location continuously for longer than three days must
be post mounted.

Some roadway impacts might require the use of special, modified, or regulatory signs.
Contact Regional Traffic Office for assistance with special signs.

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Additional warning signs may need to be added to a plan to address specific work zone
conditions when they exist. These signs may be needed during non-working hours if the
conditions exist between shifts.

Examples:
• “Motorcycles Use Extreme Caution” followed by, “Abrupt Lane Edge”, “Loose Gravel”,
“Grooved Pavement”, “Bump”, or “Steel Plates” when conditions apply.
• Traffic Revision Ahead
• Road Narrows
• Rough Road
• No Shoulder
• Water Over Roadway

*Refer to Section 1-8.3 for additional information on motorcycle warning signs.

1-6.4 Vehicles
Work Vehicle – All work vehicles within the work zone must be equipped with an
approved flashing warning beacon. Consideration must be given to the location of
workers in relation to the work vehicles. Worker safety can be jeopardized if the
motorists’ attention is focused on the work vehicle and beacon. Additional information on
vehicle lighting can be found in the Transportation Equipment Fund Rules M 3015, Chapter
5 Vehicle and Equipment Warning Light Systems.

Protective Vehicle – Is a vehicle strategically placed in advance of the work area with a
proper roll-ahead distance to protect workers if impacted. A TMA is always recommended
and may be required in some operations. Refer to the TCPs for specific information on roll
ahead distances and TMA requirements.

Shadow Vehicle – Is a vehicle used in a mobile operation to provide advance warning

information motorists and to operate as a protective vehicle for the work vehicle. These
vehicles often include a truck mounted Portable Changeable Message Sign/Arrow Board
to provide temporary traffic control information to the motorists. Consider turning the
flashing beacon off to reduce any confusion with arrow board display.

1-6.5 Portable Changeable Message Signs (PCMS)

• Are a supplement to required static signs and shall not be used to replace
required signs.
• Shall meet the minimum visibility and legibility standards established in the
MUTCD 6F.60.
• A message cycle should consist of no more than two message displays at 2.0 seconds
each. Refer to MUTCD Table 1A-2 for a list of acceptable message abbreviations.
Drivers should be able to read the message cycle twice at the posted speed.
• Consider use of a truck mounted PCMS for protective and shadow vehicles to allow
for maximum flexibility.

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Chapter 1 General Information

When locating a PCMS in the field:

• Bottom of sign panel shall be a minimum of 7 feet above roadway.
• Except when the PCMS trailer is being moved, it shall be detached from the towing
vehicle. Towing trailer devices with the display active as a mobile operation is
not allowed.
• Try to place behind guardrail or barrier.
• Select widened shoulder areas to allow a minimum 4-foot lateral clearance from the
edge of the sign panel to the edge of the travelled lane.
• Place a taper of at least three channelizing devices in advance of the PCMS (drums or
cones as appropriate).
• Consider the other signing in the area and try to space at least 500 feet from other
signs (800 feet is preferred).
• Avoid locations where drivers’ attention is focused on decision points like exits and
on ramps. Do not place within gore areas and try to place 1,000 feet or more beyond
an exit.
• Avoid placing in areas such as the outside of a curve where it is in the natural path of
an errant driver.
• A PCMS is to be removed when it’s not displaying any messages. (they may remain
for short durations with no display for staging purposes or when an intermittent
message is needed during work operations)

If the PCMS cannot be placed with the guidelines above, then evaluate the added value
versus the risk. Use of permanent message signs, when present, may be considered for
high impact operations.

1-6.6 Arrow Boards

• Arrow boards shall meet the minimum size, visibility, legibility distance, number of
elements, and other specifications as shown in the MUTCD Section 6F.61.
• Required on multi-lane roads for all lane closure tapers, except during an emergency.
A separate arrow board is required for each lane being closed.
• Arrow boards shall not be used on a two-lane, two-way roadway.
• Arrow boards shall not be used to laterally shift traffic.
• Arrow boards shall only be used in the caution mode when used for shoulder closures.
• Only the four-corner flash mode shall be used to indicate caution. The Double
Diamond or flat bar caution modes are not allowed.
• The arrow board shall be located behind channelizing devices (unless used in mobile
operations where it is truck mounted).
• An arrow display mounted on a shadow (early warning) vehicle is allowed on mobile
lane closure operations.

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• Type “C” arrow boards are required for high-speed, stationary lane closures. Type “B”
arrow boards are allowed for maintenance and mobile lane closure operations. (See
MUTCD Section 6F.61 for additional information on arrow boards.)
• Except when the arrow trailer is being moved, it shall be detached from the towing
vehicle. Towing trailer devices with the display active as a mobile operation is
not allowed.

1-6.7 Channelizing Devices

Traffic safety cones are the most common devices used to separate and guide traffic in
a work zone. The minimum cone size is 18 inches tall. For speeds of 45 mph or higher,
or during nighttime operations, cones must be a minimum of 28 inches tall, and have
retro- reflective bands. 36-inch cones are also available and are a good option for high
speed roadways.

Tall Channelizing devices are a minimum of 42 inches tall, using a tapered cone type
shape and are also a good option for use on high speed roadways in lieu of 28-inch cones
due to their greater visibility.

Tubular markers having a uniform diameter and at any height, should only be used
where space restrictions do not allow for other more dominate devices. A common use
for tubular markers is to divide opposing traffic lanes or divide open lanes in the same
direction on low speed roads.

Traffic safety drums are 36 inches tall and are the most dominant and preferred device for
high-speed high-volume highways because they have the greatest visibility.

Vertical flat panel devices and devices with directional stripe patterns are not allowed due
to frequency of placement errors.

Traffic Safety Drums, Tall Channelization Devices or 36-inch cones are required for
lane closure tapers on multi-lane highways with posted speeds of 45 mph or greater.
If Tall Channelization Devices or 36-inch cones are used, half the maximum spacing is
required to increase the taper visibility. Region Traffic Engineer approval is required to
use 28-inch cones for this condition.

Maximum device spacing requirements are shown on the TCPs.

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Chapter 1 General Information

1-6.8 Barricades
Generally used for road or ramp closures along with other channelizing devices and
appropriate signing. Barricades used in work zone applications are portable devices with
three primary types:
1. Type 1 Barricade – Used on lower speed roads and streets to mark a specific hazard
or can be used for sidewalk closures as appropriate.
2. Type 2 Barricade – Used on higher speed roadways and has more reflective area for
nighttime use to mark a specific hazard.
3. Type 3 Barricade – Used for road closures.

Signs mounted on Type 3 Barricades shall be per the manufacturers recommendations or

per Standard Plan K-80.20.

1-6.9 Positive Protection Devices

Positive protection devices provide a physical separation between traffic and the work
area. These devices are not considered channelizing devices because their primary
function is to keep errant vehicles out of the work area.

Temporary Barrier

Temporary Barrier is most commonly made of concrete, but steel barriers are also
becoming more available, some with castors allowing greater portability and barrier
openings for work area access. Temporary barriers are recommended for long-term,
stationary work zones.

The transportable attenuator shall have a chevron pattern on the rear of the unit. The
chevron pattern shall consist of 4-inch alternating stripes slanted at 45 degrees in an
inverted “V” with the “V” at the center of the unit. The alternating stripes shall be made
with nonreflective black and retroreflective yellow sheeting, or retroreflective red and
retroreflective white sheeting.

Consider the following for use of temporary barriers:

• Work areas where there is a no escape route for workers such as internal lane work,
work zones in tunnels, on bridges, next to retaining walls, etc.
• When workers must be within a lane width of high speed and high volume of traffic.
• When traffic needs to be protected from equipment, materials, drop-offs or other
conditions that must remain until the work is completed.
• The approach ends of temporary barriers must be adequately protected. If the barrier
end cannot be tapered outside clear zone, placed behind guardrail, or buried in the
back slope then the end must be fitted with a temporary impact attenuator.

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Truck Mounted Attenuators

A truck-mounted attenuator (TMA) is a portable impact attenuator attached to the rear of

a host vehicle with a weight range in accordance to the manufacture’s recommendations.
The TMA is used as a shield to prevent errant vehicles from entering the work
area. During use, the attenuator shall be in the full down and locked position. For
stationary operation, the parking brake shall be set, and the tires aligned straight as per
manufacturer’s direction. A roll ahead distance is required between the TMA and the work
area based on the host vehicles weight and the traffic speed.
Considerations for the use of TMAs:
• TMA use is always recommended but may be required on freeway or high-speed high-
volume highway work areas.
• Operations requiring personnel in the work zone on foot or lift-bucket truck
operations, a TMAs should be strongly considered.
• When placing or removing devices from a road warrior vehicle, a separate TMA shall
be used to protect the road warrior. (See Appendix 3)
• See the plans and details for TMA placement and roll ahead distance requirements.

1-6.10 Warning Lights

Warning lights, if used are either flashing (type A or B) when mounted to barricades/
sign installations or, steady burn (Types C, or D) when mounted on channelizing devices.
Attach warning lights per the manufacturer’s recommendations to be crashworthy.
See the MUTCD Section 6F.83 for additional information.

1-6.11 Flares
All work vehicles should carry a supply of flares. Use flares only to alert drivers to
emergencies. Emergencies are defined as unforeseen occurrence endangering life, limb,
or property. Use caution at incident sites where flammable materials, such as fuel spills,
are suspected. Consider carrying electronic flares or orange/red-glow sticks for use
instead of incendiary flares where flammable materials are suspected. Electronic flares
or light sticks should be removed when the incident has terminated.

1-6.12 Portable Signal Systems

Portable traffic control signals are trailer mounted traffic signals used in work zones
to control traffic instead of using a flagger. The maximum distance between signal heads
is 1,500 feet to minimize wait time and clearance interval. These versatile, portable
units allow for alternative power sources such as solar power, generator, and deep cycle
marine batteries in addition to AC power. Portable signals are typically used in work
zones to control traffic such as temporary one-way operations along a two-lane, two-
way highway where one lane is closed, and alternating traffic movements are necessary.
Several regions own portable signal systems, check with your region traffic office and
signal superintendent if you have a work operation that would benefit from using a
portable signal. TCP 4 is as an example for creating a site-specific plan. Refer to MUTCD
Figure 6H-12 for additional information.
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1-6.13 Automated Flagger Assistance Device (AFAD)

An AFAD is used instead of a paddle to control the movements of traffic and operated
remotely by a flagger located off the roadway and away from traffic increasing flagger
safety. When sight distance to the flagging station and/or flagger escape routes will be
limited, consider using and AFAD. A pilot car operation is still recommended for longer
work areas. Contact the Region Traffic Office for specific guidance and advice on the
use of these systems. See TCP 3. Additional information is available in the MUTCD
Section 6E.

1-6.14 Portable Highway Advisory Radio (HAR)

A portable trailer mounted roadside radio broadcast system that can provide detailed
work zone traffic and traveler related information via AM radio. Many regions own
this equipment and may be available for use to supplement temporary traffic control
installations. Contact the Region Traffic Office or Region Signal Superintendent for
specific guidance, availability, and advice on the use of these systems.

1-7 Flagging
Refer to WAC 296-155-305 for specific flagging requirements.
• Flagging should be employed only when all other methods of traffic control are
inadequate to direct, or control, traffic.
• A TCP showing flagger locations, signs and devices is required for any flagging
operation no matter the duration.
• Minimum standard flagging paddle size allowed is 18 inches. It is recommended that
a 24-inch paddle be used to improve visibility and for all high-speed operations.
• The use of a flashing stop/slow paddle is allowed instead of a standard paddle. Follow
the guidance shown in the MUTCD Section 6E.03 for additional information.
• In a mobile operation when the flagger is moving with the operation, all signs
associated with the flagger shall be moved ahead whenever work advances to more
than 2 miles from the first advance warning signs. Also, a flagger ahead sign must be
within 1,500 feet of the flagger and the flagger station must be able to be seen from
the sign. If terrain does not allow a motorist to see the flagger from the “flagger ahead
sign”, the distance between the sign and the flagger must be shortened to allow
visual contact. The spacing shall not be less than the required distance base on the
highway speed.
• During hours of darkness, flagger stations shall be illuminated by using a portable light
plant or balloon type lights. Mounting height and aim either parallel or perpendicular
to the roadway may require adjustment to minimize glare to the drivers. The flagger
should be visible and discernable as a flagger from a distance of 1,000 feet.

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• Pilot car use is appropriate for long work areas to help maintain traffic speeds and to
guide traffic through the work areas. Pilot car operators shall be certified flaggers able
to trade off duties with other flaggers. During the pre-activity meeting, discuss any
special instructions to ensure everyone understands expectations. Refer to TCP 2 for
a pilot car operation.
• When flagging at intersections, a best practice to give flaggers better control of traffic
movements, is to reduce motor vehicle traffic approaching the intersection to a single
lane whenever possible. This may require lane closures and restricting access to turn
pockets with channelization devices (remember to address bicyclists access). Flaggers
will also need to control pedestrian crossing movements. Traffic signal must be either
turned off or set to all red “flash” mode. At no time shall traffic be flagged with an
active signal in full operation. Contact region signal superintendent for assistance
with signal operation.
• The placement of a single flagger at the center of an intersection to control traffic is not
allowed as per WAC 468-95-302. The only person allowed to legally control traffic
from the center of an intersection alone is a uniformed police officer. No matter who
is performing the intersection flagging, the appropriate advance warning signing is
required to be in place.
• A four-sign sequence is required for all flagging on roadways with posted speeds
of 45 mph or higher. The “one lane road ahead” sign may need to be replaced with
a more appropriate sign if flaggers are used for short traffic stops for truck crossing,
tree falling, or other work and traffic will not be alternated in a single lane. Possible
signs may be:
– Truck crossing
– Road machinery
– Utility work
– Survey crew
– Blasting
– Worker symbol sign or simply a sign saying Workers (this sign could be a very
generic yet appropriate solution in many cases)

If the above signs are not available or appropriate for the operation, an acceptable
alternative would be to repeat the “Flagger Ahead” symbol sign or the “Be Prepared
to Stop” sign. Again, the preferred method is to use the sign that most appropriately
describes the roadway condition or work operation.

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1-8 Pedestrians, Bicyclists, and Other Roadway Users

Give consideration to pedestrian and bicycle traffic where appropriate. Provide an
alternate route when existing facilities must be temporarily interrupted due to work
operations. Alternative routes need to be clearly delineated and separated from the work
activities. Refer to MUTCD Chapter 6D for additional requirements and TCD 9 of this
manual for a typical plan for pedestrian traffic control.

1-8.1 Pedestrians
Existing pedestrian facilities that are accessible to pedestrians with disabilities must
remain accessible through the work zone to the maximum extent feasible.

The latest details on accessibility guidelines can be found at: www.access-board.gov/

prowag for more details consider the following when addressing pedestrian issues within
and around work zones:

• Pedestrian accessibility through or around the work area must be accounted for prior
to starting work. If temporary pedestrian ramps are necessary, see the Work Zone
Typical Traffic Control Plan Library.
• Pedestrians should not be led into conflicts with work vehicles and equipment, or with
vehicles moving through or around the work site.
• Pedestrians should be provided with an accessible, convenient path that replicates
as nearly as practical the characteristics of the existing sidewalks or a footpath.
• If signs or other devices are place in a pedestrians pathway, a minimum 4-foot width
must be maintained.
• For sidewalk closures, advance closure direction signs are required at the nearest
upstream crossing to minimize pedestrian’s need to retrace their steps.
• Escorting or shuttling pedestrian and/or bicyclists through the work zone is an
acceptable option to providing a alternate route.

1-8.2 Bicyclists
• Bicycles have a legal right of access to most highway facilities and temporary traffic
control provisions are necessary for safe bicycle travel through the work zone.
• Provide for and sign an appropriate alternate route when activities close a designated
(signed) bicycle path or shoulder bikeway. Where horizontal separation for bicycles
and pedestrians existed prior to work, give consideration to separating during work.
• When laying out alternative bicycle paths, make sure no overhead obstructions
present a direct hazard to normal bicycle operation.
• Riding surfaces are important for safe bicycle operation. Loose gravel, uneven
surfaces, milled pavement, and various asphaltic tack coats endanger the bicyclist.
Consider the condition of the surface the bicyclist will be required to use.
• Bicyclists may be combined with motorist traffic when the speed limit is 40 MPH
or less.

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1-8.3 Motorcyclists
The driving or roadway surface is also important for motorcyclists safety. The same
surfaces that are a problem for bicyclists are also difficult for motorcyclists. Stability
at high speed is a far greater concern for motorcycle operations than cars on grooved
pavement, loose gravel, milled asphalt, and abrupt edge tapers from existing pavement
down to milled surfaces. Signing to warn motorcyclists of these conditions in a work zone
is required by RCW 47.36.200 and WAC 468-95-305. See TCD 2 for a typical signing
layout example.

1-8.4 Schools
Work zone operations in the vicinity of schools require consideration to ensure that
conflicts are kept to a minimum. Issues that should be considered are:

• Student path to and from the school.

• Parent drop off and pickup access.
• Bus movements for loading and unloading students.
• Coordination with crossing guards.
• Avoiding the beginning and end of school hours to minimize adverse impacts.

1-9 Additional Work Zone Considerations

1-9.1 Work Zone Speed Limits

Roadway surface issues such as loose gravel from chip seal operations, temporary width
restrictions or lane shifts, application of a temporary traffic signal are some examples
of when a speed limit may need to be reduced. Any proposed regulatory reductions or
advisory speed limits require approval through the region traffic engineer. See the Traffic
Manual Chapter 5 for the approval process. Public notification of a regulatory speed limit
reduction is required per RCW 47.48.020.

Speed reduction guidelines and requests are outlined in RCW 47.48.020, Executive Order
E 1060, and chapter 5 of the Traffic Manual M 51-02. A request to reduce the speed limit
in a work zones must be submitted to the Region Traffic Office for approval.

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1-9.2 Buffer Space

Buffer space is a lateral and/or longitudinal area that separates traffic flow from the work
space providing some recovery space for an errant vehicle.

• Lateral buffer is the space between an open lane of traffic and the adjacent work
area, temporary barrier, work vehicle, protective vehicle, shadow vehicle or drop-off.
A minimum of 2-foot lateral buffer space or more may be recommended.
• Longitudinal buffer is the space from the end of the taper to the protective vehicle.

Channelization devices used to close a lane or shoulder should not encroach into
adjacent open lanes. If encroachment is necessary, closing the lane is recommended to
provide lateral buffer space to the work zone unless a single open lane is shifted onto the
paved shoulder.

In the case of short-term lane closure operations, the adjacent lane may need to be
closed or traffic may need to be temporarily shifted onto a shoulder to maintain a lateral
buffer space.

1-9.3 Lane Closure Setup/Takedown

Operations to set up and take down traffic control devices often equate to the times
when crews are at their greatest exposure. Due to the multiple variations of crew size,
available equipment, and location, no one procedure can fit all situations. To provide
consistency and guidance on how to best perform the operation, the following steps have
been provided. See Appendix 3 for lane closure operations using Road Warrior vehicles.

Prior to the beginning of any operation and before any crewmember is exposed
to live traffic, the crew will discuss the daily pre-activity safety plan relative to the
planned activity.

Within the pre-activity safety plan, discussion topics prior to implementation may include
but not limited to:
• Communication/signaling techniques (e.g. verbal, hand, voice actuated headset)
between cone handler and truck operator need to be established.
• Clear instructions detailing channelizing device placement and traffic control plans.
• Driver and cone handler work from safest locations on the road and in, on and around
deployment vehicle.
• Utilization of truck-mounted attenuators may be necessary to protect crewmembers
while exposed to traffic.

The traffic control plan being implemented for the work operation will be discussed and
any modifications to the plan will be noted by the supervisor with the final plan being
maintained onsite during work the operation.

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1-9.4 Survey Work Zones

Survey crews are required to follow the guidance and plans shown in this manual to
accommodate their work area needs. For example, survey work along the centerline of
a two-lane two-way road, will require a flagging operation as shown on TCP 1. TCPs
more specific to survey operations may be considered. If specific plans are necessary or
additional guidance is needed, contact the Region Traffic Office for assistance.

1-9.5 Public Information

Accurate and timely reporting of work zone information to the public is an important
element in temporary traffic control. Advance notice of closures and restrictions, web
page information and the use of media can greatly improve the public’s perception and
acceptance of the necessary impacts caused by the work operation. Contact the Region
Public Information Office for assistance.

Issues to consider are:

• Emergency services coordination so they are aware of the operation and can make
adjustments to routes if necessary when responding to emergencies.
• Transit organizations, they may require adjustments to bus stop locations within
project limits.
• Schools and local business, special considerations may be necessary for them to
maintain access to their sites.

1-9.6 Roundabout Traffic Control

For work within the roundabout, warning signs are required for each approach leg. If the
work operation and all work vehicles are out of the travel lanes and central island apron,
a Road Work Ahead sign per approach is all that is required. If any of the road approaches
to the roundabout cannot access the intersection due to work operations, then either
flagging or possibly a detour is required. If the central island apron will be impacted by
the work or equipment, treat it as a shoulder closure for the length of work and consider
diverting truck traffic due to large vehicle wheel tracking. For multi-lane roundabouts,
if work can be done without closing both travel lanes, flaggers may not be needed.
Appropriate signs for lane closure at each entry are required.

A traffic control plan must be developed for each individual roundabout specific to the
location since all roundabouts are unique. A generic typical plan has been provided as a
guide in developing a plan (see TCP 7).

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1-9.7 Road Closures and Detours

Advance notification of the closure is required for planned work operations. Detours
should be clearly signed over their entire length so that drivers are returned to the original
highway. If the detour route follows non-state routes, local agency approval is required.

Workers should not assume that because a road closure is in place that danger from
vehicles does not exist. Even with a posted road closure, the potential may exist for a
vehicle to get past a closure point. It is important for workers to remain vigilant and aware
of their surroundings at all times and still use protective vehicles prior to the work area.

When it is necessary to close a road, street, or ramp, submit a request to the Region
Traffic Office in advance of the need. Per RCW 47.48.010, the Regional Administrator has
the authority to close a road, street, or ramp.

1-9.8 Special Events

For any special event (parade, bike event, filming, etc.) affecting a state route, a traffic
control plan is required. Event organizers must coordinate with WSDOT to obtain permits
and submit a traffic control plan for approval prior to the event. Refer to Traffic Manual
M 51-02, Chapter 7, for additional information.

Each region has a person that coordinates special event approvals and should be the lead
in the event planning. Contact this person for information on special events in your area.

1-9.9 Work Over Traffic

Work above an open lane of traffic is allowed provided that the work can be done by
utilizing industry standard safe work practices. Safe work practices must consider the
potential risk of falling debris, tools, or equipment onto traffic. Maximum legal load height
is 14 feet, with a potential for occasional over-height loads, so vertical clearance to traffic
below must be carefully considered if lanes are not closed. Contact Commercial Vehicle
Services at least 7 days, when feasible, if vertical clearances are temporarily reduced.

1-9.10 Short & Very short Duration Work Zone Condition

Due to the short work time, simplified traffic control set-ups are allowed to reduce
worker traffic exposure. The time it takes to set up a full complement of signs and devices
could approach or exceed the time required to perform the work.

A Short duration work zone is for work activities that may last up to 60 minutes for:
• loading and unloading equipment.
• re-lamping.
• pothole patching or other minor repairs.
• bridge inspection.
• sign replacement, etc...

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A Very short duration work zone is when activities will only take a few seconds or
minutes to:
• remove lost cargo or debris.
• install or remove a work zone device.
• take a survey “shot”
• provide motorist assistance.
• perform quick maintenance or repairs intended as a partial or temporary response to
an issue, etc.

In many cases it is necessary and allowable for workers to walk on a roadway shoulder,
cross traffic lanes, or momentarily step into a lane to access work locations or to
perform work. These actions can only be accomplished if traffic conditions allow it to be
done safely.

Normally, specific TCPs are not required for these very short work zones since the typical
example TCPs for very short duration work zones can cover a wide variety of applications.

It is required to provide advance warning to traffic approaching very short duration

work zones on freeways and high speed multi-lane highways as shown on TCP 26 when
working in a live lane with a spotter or using a very short duration lane closure.

When short duration plans are to be used, the “Work Zone Condition” should be
determined. This helps establish a practical application level of traffic control devices
to use. The plans provide recommendations for conditions A, B & C:

Condition “A” Represents the lowest level of exposure:

• Low traffic speeds and volume.
• Minimum levels of traffic control devices to place and remove.

Condition “B” Represents a moderate level of exposure:

• Low or high traffic speed with low to moderate volumes.
• Moderated levels of traffic control devices for warning and protection, such as
adding a spotter, placing cones or PCMS added to condition “A” devices would be
typical considerations.

Condition “C” Represents the highest level of exposure:

• High traffic speeds and volume.
• All applicable traffic control and safety devices should be considered, such as PCMS,
TMA, and signs.

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Highway volumes can be identified by the following observations:

• low motor vehicle volume
– Vehicles approach randomly.
– Significant gaps in traffic flow.
– Few vehicles visible at any given time.
– Random platoons of vehicles.
– Free flow traffic at the posted speed limit.
– Safe walking pace conditions to cross a two-lane highway or intersection.
– Rough estimate of traffic volume is approximately 1 vehicle per lane every
12 seconds.
• moderate motor vehicle volume
– Random gaps in traffic are present.
– Vehicles are generally present all the time.
– Traffic is constant but still flows freely.
– Safe walking pace conditions to cross a two-lane highway or intersection exist
but may require waiting for a gap in traffic.
– Rough estimate of traffic volume is approximately 1 vehicle per lane every
6 seconds.
• high motor vehicle volume
– Minimal gaps in traffic.
– Constantly present vehicles.
– Restricted or unstable motor vehicle traffic flow.
– Reduced traffic speeds, as volume starts to approach road capacity.
– A safe walking condition to cross a two-lane highway or intersection may
not exist.
– A rough estimate is approximately 1 vehicle per lane every 3 seconds.

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1-9.11 Short & Very short Duration Work Zones Rules and Considerations
1. Live traffic areas (lanes and intersections) on high speed and high-volume roadways
may not be good candidates for short duration work zones. Shoulder or adjacent lane
work may be acceptable based on a site assessment and as follows:
• No unprotected work in interior lanes of multi-lane roads and no “island” work
areas are allowed.
• Lanes of multi-lane roads may only be accessed from the adjacent shoulder
(see TCP 25 and TCP 26).
• Intersections may be accessed following the same manner and consideration
should be given to the work areas effect on the intersection signal operations.
Flash mode or control measures per TCP 5 or TCP 6 may be required.
2. A determination of a safe work location must be made. A basic determination can be
made by observing multimodal traffic conditions (traffic type, speed, volume, location,
visibility, etc.) and assessing the following conditions:
• Is the work location out of the multimodal traffic paths?
• Is there sufficient time for a worker to safely walk (not run) to and return from
the work location?
• Are there other conditions at the location that could affect worker safety?
• Is there an effective contingency or escape plan?
• Is there adequate sight distance from the work location to approaching traffic
(see TCD 10)?
3. Consider a rolling slowdown operation for those work operations of a very short
duration in which traffic control measures would take more time to install than the
actual work. Typically, rolling slowdowns are desirable for difficult access work zones,
such as center lanes or closing all lanes at once on multi-lane highways.
4. Consider linking several short duration work operations under a stationary lane or
shoulder closure with a full complement of signs and devices. Advantages include,
reducing exposure of workers to traffic, efficiencies in completing tasks concurrently,
and reducing the impacts traffic in the same area.
5. In an emergency, personnel are allowed to take action, using good judgment to
minimize risk. Traffic control standards do not strictly apply to emergencies but
should be considered. It is important to differentiate between an actual emergency
and an emergent condition. An emergency requires immediate response to save lives
or prevent serious injury or remove debris using whatever resources are available.
An emergent condition requires an expedient yet planned response. Most “call outs”
or damage reports fall into the emergent condition category allowing time to plan a
reasonable short duration work zone response.

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1-10 References for Additional Work Zone Information

WSDOT Design Manual Chapter 1010

WSDOT Construction Manual Chapter 1

WSDOT Maintenance Manual Chapter 2

WSDOT Sign Fabrication Manual

WSDOT Standard Specifications Sections 1-07.8, 1-07.23, 1-10, 8-23 & 9-35

WSDOT Traffic Manual Chapter 5

WSDOT Plan Sheet Library

WSDOT Work Zone Safety website

Manual on Uniform Traffic Control Devices (MUTCD)

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Stationary work zone operations may include: paving/chip seal, pavement repair, light
standard repair, sign installation, and bridge repair. Work operations may move or move
from location to location within a stationary work zone.

The following TCPs are typical stationary traffic control setups.

TCP 1 Typical One-Lane, Two-Way Traffic Control with Flaggers

For two-lane, two-way roadways with possible intersections

TCP 2 Typical Pilot Car Operation

Supplements TCP 1 when additional control of traffic is necessary

TCP 3 Typical Alternating One-Way Traffic with AFAD

This plan provides an example of the signing and device placement for
a flagging operation utilizing an AFAD. Consider use of an AFAD for any
flagging operation to increase safety.

TCP 4 Typical Alternating One-Way Traffic, Portable Temporary Signal Controlled

This plan provides example of the traffic control signing and device
requirements for a portable signal operation. Assistance from the Region
Traffic Office and the Region Signal Superintendent may be necessary
for signal timing and specific details on the location of the portable signal
system. 1,500 feet maximum between signal heads.

TCP 5 Typical Intersection Lane Closure – Three-Lane Roadway

Typical urban location with two lanes and a center turn lane. This plan will
most likely need modification or be used as an example in developing a
site-specific plan to match actual configurations of lanes and turn pockets.

TCP 6 Typical Intersection Lane Closure – Five-Lane Roadway

Typical urban location with two through lanes each direction and a center
turn lane. This plan will most likely need modification or be used as an
example in developing a site-specific plan to match actual configurations
of lanes and turn pockets.

TCP 7 Typical Roundabout Flagging Operation

This plan is a basic example for the signing and device placement for
work in the vicinity of a roundabout. Each roundabout location is unique,
and a site-specific traffic control plan should be developed for the work
operation.

TCP 8 Short Term Traffic Stop with Flaggers

For two-lane, two-way roadways when short traffic stops are needed

TCP 9 Typical Shoulder Closure – Low Speed (40 mph or Less)

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TCP 10 Typical Shoulder Closure – High Speed (45 mph or higher)

TCP 11 Typical Single-Lane Closure for Multi-Lane Roadways

TCP 12 Typical Double-Lane Closure for Multi-Lane Roadways

TCP 13 Typical Temporary Off-Ramp for Multi-Lane Roadways

Details an off-ramp connection during a short-term lane closure

TCP 14 Typical Temporary On-Ramp for Multi-Lane Roadways

Details an on-ramp add-lane connection during a short-term lane closure

TCP 15 Typical Temporary On-Ramp for Multi-Lane Roadways

Details an on-ramp merge connection during a short-term lane closure

TCP 16 Typical Short-Term Ramp Closures

This plan details both off-ramp and on-ramp closures at interchanges

TCP 17 Typical Right Lane Closure with Shift – 5 Lane Roadway

For an urban setting using the two-way left turn lane for through traffic in
one direction

TCP 18 Typical Left Lane and Center Turn Lane Closure – 5 Lane Roadway
For an urban setting creating an inside lanes work area with through traffic
maintained in the outside lanes in each direction

TCP 19 Outside Lane Closures – Five-Lane Roadway

Typical urban location with two through lanes each direction and a center
turn lane. This plan may be used when work will require short traffic stops
for both directions of traffic.

TCP 20 Typical Lane Shift – Three Lane Roadway

This plan details maintaining one lane in each direction in truck lane
sections

TCP 21 Typical Lane Shift with Two Way Left Turn Lane
This plan details maintaining one lane in each direction using the TWLTL

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TCP 1 Typical One-Lane, Two-Way Traffic Control with Flaggers

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TCP 2 Typical Pilot Car Operation

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TCP 3 Typical Alternating One-Way Traffic with Automated Flagger Assistance Devices

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TCP 4 Typical Alternating One-Way Traffic Portable Temporary Signal Controlled

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TCP 5 Typical Intersection lane Closure – Three Lane Roadway

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TCP 6 Typical Intersection Lane Closure – Five Lane Roadway

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TCP 7 Typical Roundabout Flagging Operation

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TCP 8 Typical Traffic Stop with Flaggers

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TCP 9 Typical Shoulder Closure – Low Speed (40 MPH or Less)

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TCP 10 Typical Shoulder Closure – High Speed (45 MPH or Higher)

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TCP 11 Typical Single-Lane Closure for Multi-Lane Roadways

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TCP 12 Typical Double-Lane Closures for Multi-Lane Roadways

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TCP 13 Typical Temporary Off-Ramp for Multi-Lane Roadways

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TCP 14 Typical Temporary On-Ramp for Multi-Lane Roadways

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TCP 15 Typical Temporary On-Ramp for Multi-Lane Roadways

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TCP 16 Typical Short-Term Ramp Closures

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TCP 17 Typical Right Lane Closure with Shift – 5 lane Roadway

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TCP 18 Typical Left Lane and Center Turn Lane Closure – 5 Lane Roadway

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TCP 19 Outside Lane Closures – 5 Lane Roadway

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TCP 20 Typical Lane Shift – 3 Lane Roadway

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TCP 21 Typical Lane Shift with Two Way Left Turn Lane

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Chapter 3 Short Duration Work Zones
The following typical TCPs are a generic and are not drawn to scale. It is encouraged to
modify these plans to fit your specific location and operation.

See Section 1-9.10 and 1-9.11 For condition guidance.

TCP 22 Typical Short Duration Shoulder Work

Encroachment into the adjacent live lane or the vertical clearance above
the live lane is not allowed with this plan.

TCP 23 Typical Short Duration Work Operation (Intersection Application)

For intersections that have traffic signals, flagging may be required
depending on the work location. A flagging plan with full signing would
be required.

TCP 24 Typical Very Short Duration Work Operation (Outside Traveled Way)
It is preferable to park the work vehicle on the same side of the roadway
as the work area.

TCP 25 Typical Very Short Duration Work Operation

(Multi-Lane Application, Low Speed, 40 mph or Lower)
Work shall not actually close or block the lane. As vehicles approach
it is incumbent upon the worker to move back to the shoulder.

TCP 26 Typical Very Short Duration In-lane Work (Multi-Lane Freeway and Highway
Application, High Speed, 45 mph or Higher)
Work shall not actually close or block the lane.

TCP 27 Typical Very Short Duration Lane Closure (Two-Lane Highway)

The spotter method to alert the worker to move back to the shoulder
as traffic approaches. Work that cannot allow traffic to pass through the
work location will need to use the lane closed method or consider a short
duration or stationary lane closure.

TCP 28 Typical Very Short Duration Work Operation (Intersection Application)

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TCP 22 Typical Short Duration Shoulder Work (Multi-Lane Application)

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TCP 23 Typical Short Duration Work Operation (Intersection Application)

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TCP 24 Typical Very Short Duration Work Operation (Outside Traveled Way)

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Short Duration Work Zones Chapter 3

TCP 25 Typical Very Short Duration Work Operation

(Multi-Lane Application, Low Speed, 40 mph or Lower)

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Chapter 3 Short Duration Work Zones

TCP 26 Typical Very Short Duration In-lane Work (Multi-Lane Freeway

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TCP 27 Typical Very Short Duration Lane Closure (Two-Lane Highway)

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Chapter 3 Short Duration Work Zones

TCP 28 Typical Very Short Duration Work Operation (Intersection Application)

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Chapter 4 Mobile Operations
Mobile work zones are for work activities that move along the road continuously
(sweeping, mowing, pavement marking applications) or intermittently with short stops for
pothole patching, litter bag pickup, herbicide spraying, lane marker replacement or other
similar operations.

An advanced warning PCMS is recommended and warning signs move ahead with the
work, usually mounted on a shadow vehicle. Truck mounted PCMS, attenuators, and
warning lights are some of the devices that may be used for moving operations. Contact
the Region Traffic Office Staff for assistance selecting appropriate PCMS messages.

Mobile work zones are well suited to many maintenance operations and can be an
efficient way to accomplish many types of work, but due to the moving nature of these
operations and lack of channelization devices when closing a lane, careful consideration
of traffic and roadway conditions as they relate to the specific operation must be done
prior to using this type of traffic control.

The following TCPs depict typical examples of mobile work zones:

TCP 29 Typical Mobile Freeway Operation, Left Shoulder Closed

For work operations that can be accomplished on the shoulder without
encroachment into the adjacent lanes.

TCP 30 Typical Mobile Freeway Operation, Left Lane Closure

For work operations on the left shoulder or in the lane.

TCP 31 Typical Mobile Freeway Operation, Middle Lane Work Area

For multi-lane freeway applications where the work takes place in the
middle lanes, this plan depicts a mobile double left-lane closure operation.

TCP 32 Typical Mobile Operation, Two Lane Roadway Lane Closure

For mobile operations on a rural two-lane, two-way roadway with
“in lane” work.

TCP 33 Typical Mobile Operation, Two Lane Roadway Shoulder Closure

For mobile operations on a rural two-lane, two-way roadway with
no encroachment.

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Chapter 4 Mobile Operations

TCP 29 Typical Mobile Freeway Operation Left Shoulder Closed

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Mobile Operations Chapter 4

TCP 30 Typical Mobile Freeway Operation Left Lane Closure

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Chapter 4 Mobile Operations

TCP 31 Typical Mobile Freeway Operation Middle Lane Work Area

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Mobile Operations Chapter 4

TCP 32 Typical Mobile Operation Two Lane Roadway Lane Closure

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Chapter 4 Mobile Operations

TCP 33 Typical Mobile Operation Two Lane Roadway Shoulder Closure

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Chapter 5 Special Details
The following detail plans show examples which are difficult to show on other traffic
control plans or where additional guidance is necessary.

TCD 1 Shoulder Excavation Protection

This detail provides guidance to drop-off protection and providing a
recoverable slope if a vehicle were to drive off the edge of the roadway in
a work zone during non-work hours.

TCD 2 Typical Motorcycle Signing Detail

This detail provides examples for sign placement in using the Motorcycles
Use Extreme Caution sign in coordination with specific warning signs.

Place the warning sign in advance of the Motorcycle warning sign. (See
RCW 47.36.200 and WAC 468-95-305.

TCD 3 Typical Speed Zone Detail for Chip Seal Project

Guidance for the signing requirements in chip seal projects with reduced
work zone speed limits.

TCD 4 Typical Work Beyond the Shoulder

Typical example taken from MUTCD application that details minimum
signing requirements for work within 15 feet of the edge of roadway.

TCD 5 Typical Long-Term Shoulder Closure on High Speed Roadway

Typical example taken from the MUTCD, this plan depicts the signing
and channelizing device requirements for shoulder closure operations,
particularly operations with barrier.

TCD 6 Typical Rolling Slowdown

See detailed operational guidance that accompanies this plan.

TCD 7 Example Warning Signs for Emergencies

See detailed operational guidance that accompanies this plan.

TCD 8 Temporary Pavement Marking Details

This detail sheet provides descriptions and typical layouts as needed.

TCD 9 Typical Intersection Pedestrian Traffic Control

This plan depicts typical signing examples for closing of a sidewalk during
work zone operations. Specific pedestrian needs must be considered prior
to any work beginning that impacts pedestrian pathways. Special attention
must be given to pedestrian ADA accommodations. Consult with Region
Traffic Office for assistance with specific issues or needs to provide the
appropriate pedestrian controls.

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Chapter 5 Special Details

TCD 10 Typical Mobile Shoulder Operation with Lane Encroachment

For mobile operations on a rural two-lane, two-way roadway with lane
encroachment and limited sight distance.

TCD 11 Typical Exit Gore Channelization Details

This example is for use during paving operations in the vicinity of an exit
gore, the existing pavement markings are commonly covered by new
pavement and the markings are not visible, so this detail shows a method
to create a temporary physical gore for use until the permanent pavement
marking is installed.

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Special Details Chapter 5

TCD 1 Shoulder Work Area Protection

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Chapter 5 Special Details

TCD 2 Typical Motorcycle Signing Detail

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Special Details Chapter 5

TCD 3 SPEEDZONE DETAIL FOR CHIP SEAL PROJECTS

Speed limit reductions must be approved by the Region Traffic Engineer prior to installing
speed reduction signing. See the Traffic Manual Appendix 5B for the approval process and
request forms.

The regulatory speed may be reduced as low as 25 MPH during initial rock application
and brooming. After the final brooming, the speed limit reduction shall be removed or
moved ahead with operation.

Traffic Control Plan shown on next page

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Chapter 5 Special Details

TCD 3 Typical Speed Zone Detail for Chip Seal Project

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Special Details Chapter 5

TCD 4 Typical Work Beyond the Shoulder

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Chapter 5 Special Details

TCD 5 Typical Long-Term Shoulder Closure on High Speed Roadway

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Special Details Chapter 5

TCD 6 Rolling Slowdown

A rolling slowdown is a legitimate form of traffic control commonly practiced by the WSP
and highway maintenance crews. This use is valuable for emergency, or very specific
short duration closures (e.g. to pick debris from the roadway, to push a blocking disabled
to the shoulder, or to pull power lines across the roadway). The traffic control vehicles
form a moving blockade across all lanes, which reduce traffic speeds and create a large
gap in traffic, or clear area, allowing very short-term work to be accomplished without
completely stopping the traffic.

Other traditional forms of traffic control such as lane closures should be considered first
and as the primary choice when possible. If the slowdown is to be a scheduled operation,
then the Regional Traffic Office needs to be contacted with a work request so a site
specific traffic control plan (TCP) can be developed and/or reviewed and approved.
The gap in traffic created by the rolling slowdown, and other traffic issues, should be
addressed on an approved TCP. Also, use of WSP is encouraged whenever possible,
at a minimum coordination with WSP is necessary.

In the event of debris in the roadway, a blocking disabled vehicle, or other emergency,
the use of experience and resources at hand, along with sound judgment and common
sense, will suffice in lieu of an approved, site specific, TCP. TCD 6 has been developed as
a guideline to represent the basic requirements for performing a safe and effective rolling
slowdown. Site specific TCPs can be developed based on this plan.

Equipment availability is a prime consideration. Before starting this operation, ensure

there is at least one protective/blockade vehicle (TMA recommended) per each
lane, and one work vehicle to cover every point of access (on-ramp) into the “rolling
slowdown” segment of roadway and one more to serve as the chase vehicle. (Only during
emergencies should less than protective/blockade vehicle per lane be considered.) Truck
mounted PCMS boards are very beneficial in helping drivers understand the operation.
Be sure that every crewmember participating is well briefed and knows what is needed
from them. Good communications for this operation are essential!

The traffic control vehicles leading the rolling slowdown must enter the roadway far
enough upstream from the work operation site to allow a clear area in front of them to
develop. The traffic control vehicles will work into position so that each lane is controlled.
As in every other form of traffic control, sight distance is important, so that drivers are
not surprised. While traveling at a fixed and reduced rate of speed, a gap in traffic must
be created which is long enough to provide the estimated time needed for the work to
be done.

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Chapter 5 Special Details

A separate traffic control vehicle, “chase vehicle,” shall follow the slowest, or last,
vehicle ahead of the blockade. When that last vehicle passes, the crew can begin the
work operation.

All ramps and entrances to the roadway between the moving blockade and work
operation must be temporarily closed using traffic control equipment and personnel.

Each of those ramps must remain closed until the crew doing the work gives the “all clear”
signal, or until the front of the moving blockade passes the closed on-ramp(s).

Radio communications between the work crew and the moving blockade are required
so the speed of the blockade can be adjusted, if necessary, to increase or decrease the
closure time. Release traffic only after you have confirmation that all workers and their
vehicles are clear of the roadway.

Rolling Slowdown Calculations

Rolling Slowdown Equations

Known Variables:

TCLEAR = Clear time needed to complete all work [minutes]

VRS = Rolling slowdown target speed [mph]
V TRAFFIC = Slowest Traffic Vehicle Speed Expected [mph]

Variables to be Determined:

DRS = Minimum rolling slowdown distance ahead to starting point [miles]

TRS = Rolling slowdown duration [minutes]

Equations:
TCLEAR × VRS × V TRAFFIC 60 × (VTRAFFIC - VRS) × DRS
DRS = TCLEAR =
60 × (VTRAFFIC - VRS) VRS × VTRAFFIC
60 × DRS 60 × DRS
TRS = VRS =
VRS TRS

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Special Details Chapter 5

Example Rolling Slowdown Calculations

On a posted 60 MPH freeway you need 10 minutes of clear time to perform a
maintenance operation or temporary repair.

Known Variables:

TCLEAR = 10 minutes
VRS = 60 – 40 = 20 mph

Note: Rolling slowdown target speed is 40 mph less than 60 mph speed limit.

V TRAFFIC = 60 mph

Note: Traffic speed based on 60 mph speed limit. Use truck speed limits
if present and consider steep grades effect on speeds.

Equations:
TCLEAR × VRS × V TRAFFIC 10 × 20 × 60 12000
DRS = → DRS = = = 5.00 = 5.0 miles
60 × (VTRAFFIC - VRS) 60 × (60 - 20) 2400
60 × DRS 60 × 5.00 300
TRS = → TRS = = = 15 minutes
VRS 20 20
The slowdown operation will need to start a minimum of 5 miles in advance of the work
area and will take approximately 15 minutes to reach the work area. Work can begin once
the chase vehicle clears all traffic past the work area.

Approximately 10 minutes of clear time will remain. All on-ramp traffic from the start
point to the work area will need to be held until the slowdown operation completely
passes the on-ramp.

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Chapter 5 Special Details

TCD 6 Typical Rolling Slowdown Plan

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Special Details Chapter 5

TCD 7 Emergency Operations

The immediate response to an emergency must, by necessity, make use of whatever

devices and equipment are available. Assistance from the Washington State Patrol
and WSDOT Incident Response Team may be appropriate. The use of flares is allowed
unless flammable material is present, electronic flares or glow sticks are an option for
this condition.

Implement the appropriate traffic control plan (lane closure, etc.) if the situation is
expected to last longer than 60 minutes. This allows for a short duration operation, until
traffic control assistance arrives.

It is important to differentiate between an actual emergency and an emergent condition.

An actual emergency requires an immediate response to save lives or prevent serious
injury using whatever resources are available, usually in response to a crash or incident.
An emergent condition requires an expedient yet planned response to a situation that
may have the potential to cause a crash, but the crash has not yet occurred or a crash or
other event has caused damage needing repair after the crash event. Most “call outs” or
damage reports fall into the emergent condition category and although serious to varying
degrees, still allow some period of time to plan a reasonable short duration work zone
response, even if additional resources are needed once the condition is evaluated on site.

TCD 7 reflects various conditions and measures that might be applied as part of an
emergency response for a natural disaster. More commonly, emergencies are those
caused by vehicle crashes, breakdowns or spilled or lost cargo. Response to these types
of emergencies is urgent and not specifically addressed by work zone standards. Refer to
WSDOT Incident Response Program for guidance.

Response to an emergency is inherently more dangerous than planned situations.

Do not expose yourself to a life-threatening situation. Always wait for assistance and
protect yourself.

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Chapter 5 Special Details

TCD 7 Example Warning Signs for Emergencies

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Special Details Chapter 5

TCD 8 Temporary Pavement Marking Details

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Chapter 5 Special Details

TCD 9 Typical Intersection Pedestrian Traffic Control

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Special Details Chapter 5

TCD 10 Typical Mobile Shoulder Operation with Lane Encroachment

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Chapter 5 Special Details

TCD 11 Typical Exit Gore Channelization Plan

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Appendices
Appendix 1 Checklist for Establishing a Temporary Traffic Control Zone

Appendix 2 Taper/Channelizing Device Table

Appendix 3 Road Warrior Operations

Appendix 4 Freeway lane closures with shoulder driving and speed limit reductions

Appendix 5 Litter Crew Plans

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Appendix 1 Checklist for Establishing a Temporary
Traffic Control Zone*
Completed Item
 Determine the duration of work (Stationary, Short-Duration, very short duration
or Mobile)*
 Select an appropriate TCP for the work based on location, duration, type of roadway,
motor vehicle traffic volume and speed. (See volume considerations in Section 1-9.10).
 Make any necessary modifications to the TCP to address site specific conditions like
intersections, driveways or sight distance restrictions. Document these modifications.*
 Make accommodations for pedestrians and ADA needs as appropriate.
Accommodate all travel modes such as bicyclists, transit and school operations as
dictated by context and presence of these modes.
 Determine work hours avoiding peak traffic times (refer to a region work hour chart
or contact the Region Traffic Office for assistance)*
 Check the condition and availability of devices (refer to Quality Guidelines Booklet).
 Install devices in the direction of traffic beginning with the first device or sign the
driver will see. Follow spacing and layout as per the TCP or modified TCP.
 Allow for buffer space free of obstructions.
 Conduct a drive through to check for problems. Make adjustments as appropriate.
Document these adjustments.
 Continuously maintain devices while in place.
 Remove devices as soon as the work is completed, beginning with the last
device placed.

*Utilize the Region Traffic Office staff for assistance to address specific concerns and questions.

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 Merging, Shifting, and Shoulder Taper Lengths and Number of Channelization Devices Used
(All minimums)
Shoulder Tapers

January 2021
10 Feet 11 Feet 12 Feet (Assumes 10’ Shoulders)
Lane
Width L 1/2 L L 1/2 L L 1/2 L
(ft)
Appendix 2

MPH Merging Devices Shifting Devices Merging Devices Shifting Devices Merging Devices Shifting Devices MPH Length Devices
20 70 6 35 3 75 6 40 3 80 6 40 3 20 25 3
25 105 6 55 4 115 7 60 4 125 7 65 4 25 35 3
30 150 8 75 5 165 9 85 5 180 10 90 5 30 50 3
35 205 8 105 5 225 9 115 5 245 9 125 5 35 70 4
40 270 10 135 6 295 11 150 6 320 12 160 6 40 90 4
45 450 16 225 9 495 18 250 9 540 19 270 10 45 150 6
50 500 14 250 8 550 15 275 8 600 16 300 9 50 170 6
55 550 15 275 8 605 16 305 9 660 18 330 9 55 185 6
60 600 16 300 9 660 18 330 9 720 19 360 10 60 200 6
65 650 17 325 9 715 19 370 10 780 21 390 11 65 220 7
70 700 19 350 10 770 20 385 11 840 22 420 12 70 235 7
shoulder taper equals

WSDOT Work Zone Traffic Control Guidelines for Maintenance Operations M 54-44.08
Shoulder Width x Speed / 3
Device Spacing Chart
50/70 mph 40 ft 80 ft
35/45 mph 30 ft 60 ft
25/30 mph 20 ft 40 ft
* The number of channelizing devices listed is the minimum required. Use of more devices should be considered if additional delineation is desired.
** Termination taper, when used should have a minimum length of 100 ft per lane with devices placed approximately 20 ft O.C.
Taper/Channelizing Device Table

Page A-3
Appendix 3 Road Warrior Operations
This appendix addresses the proper operations for WSDOT employees that are working
from a Road Warrior setting/retrieving traffic control devices. The intent of this
procedural document is to ensure that these operations across the state are performed
in a like manner.

1. References:
• WAC 296-880 Unified Safety Standards for Fall Protection
• WAC 296-865 Safety Standards for Motor Vehicles
• DOSH Directive 6.55 Channelizing Device Placement and Operations

2. Operations:
• Road Warriors are designed to set and retrieve traffic control devices in work
zones which involves vehicle movement while employees are on the rear deck
of the vehicle.
• Any time employees are working on the deck of the road warrior it shall be
shadowed by another vehicle equipped with a truck-mounted attenuator (TMA)
with the appropriate roll ahead distance.
ҽ Exception: In a flagging operation, (TCP 1), or a pilot car operation, (TCP 2),
the road warrior may be utilized without the aid of an additional TMA to set
delineation devices if traffic is stopped at the flagger station in the direction
of its travel.
• The speed at which these operations occur shall not exceed 20 mph.
• The driver of the vehicle shall maintain constant communication with the
employees on the vehicle. In high speed and/or high volume traffic it may be
required to have an electronic communication system between the driver and the
employee in the well of the vehicle. The communication method used shall be
described in the Pre Activity Safety Plan, (PASP), for the operation. All employees
in the operation shall understand what communication procedures are in place.
• Employees shall not be transported while on the deck of the road warrior at
any speed unless they are setting/removing traffic control devices. Sign setting
operations shall be accomplished by employees exiting/entering the cab or
the employees must be restrained on the deck/well of the road warrior. When
restrained employees are setting signs from the deck/well, the road warrior shall
not travel more than 20 mph between signs.

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Road Warrior Operations Appendix 3

3. Employees working from the well of the vehicle:

When employees are setting or removing traffic control devices while in the well of
the road warrior a fall restraint system shall be utilized at all times. All anchorages
and fall restraint equipment in use shall meet the minimum requirements
of WAC 296-880 Unified Fall Protection. These are the current methods of
accomplishing this for the employees:
• The employee in the well shall be in a seated position and seat belted in place to
restrict their ability to exit the vehicle. The seat and seat belts shall be secured to
structural members of the vehicle.
• The employee in the well shall be secured to the vehicle with a fall restraint
system designed to prevent the workers center of gravity from reaching the fall
hazard. This can be accomplished two ways:
ҽ This can be accomplished by utilizing a short, (approximately two foot),
lanyard that is attached to the hip “D” rings of the full body harness and
secured to the recessed anchorage point in the deck of the vehicle. This
allows the employee enough movement to perform their job function but
eliminates the potential fall hazard.
ҽ This can also be accomplished by securing the employee to an overhead
anchorage point that is in a location that will prevent the employee
from reaching the fall hazard with their center of gravity. (This shall be
accomplished with an adjustable length positioning lanyard that has been
adjusted to the appropriate length based on the anchorage location and the
worker height.)
• Supervisors and other employees on the deck shall ensure that all employees are
keeping the restraint lanyards as short as possible while allowing them the ability
to complete the work at hand.

4. Employees working from the deck of the vehicle:

When any employee is setting or removing traffic control devices while on the deck
of the road warrior a fall restraint system shall be utilized at all times. All anchorages
and fall restraint equipment in use shall meet the minimum requirements of
WAC 296-880 Unified Fall Protection.
• To accomplish this, overhead anchorage points are provided that are designed
to meet the requirements of WAC 296-155-24615 Fall Restraint Specifications,
(WAC 296-880-220 Personal Fall Restraint Requirements). These anchorage
points, shall at a minimum, have the ability to support four times the intended
load that they could be subjected to.
• The employees shall attach directly to these anchorages with an adjustable
length, positioning lanyard that is attached to the dorsal “D” ring of their harness.
These shall be kept at the minimum length necessary for them to be able to
accomplish the work at hand while not having the potential to reach a fall hazard.
• The well cover opposing the cone/barrel setting operation is to be in the
lowered/closed position at all times.

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Appendix 3 Road Warrior Operations

5. Completion of the cone/barrel setting operation:

After all cones/barrels are set up in the work zone, the employees will vacate the
rear of the vehicle and be seated in the cab of a vehicle wearing the appropriate seat
belts to travel out of the work area.

6. Training:

All employees that are working on the deck or in the well of the road warrior
shall be trained on these procedures. They shall also be trained in the proper
selection, use and inspection of the fall restraint system in use. This training shall be
provided by the Regional Safety Office, the Regional Maintenance Trainer, or other
authorized employees.

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Appendix 4 Freeway Lane closures with Speed
Limit Reductions
This appendix provides typical plans when a single open freeway lane is partially shifted
onto the shoulder, allowing the work area to extend laterally over the lane line.

This shoulder shift configuration is necessary whenever the work area extends over
the lane line, and a buffer lane closure is not available, to complete work operations
occurring across the entire lane (such as HMA paving, concrete paving, or expansion joint
rehabilitation). This occurs on two-lane freeways, but also for work in the middle lane
on three-lane freeways.

Both work zone variable regulatory speed limit and advisory speeds listed in Table 4-1
are required and must be approved through Region Traffic Operations.

Table 4-1 Freeway Variable Regulatory Work Zone Speed Limit and Advisory
Speed Policy
Single Open Freeway Lane Shifted onto Shoulder

Variable Regulatory Advisory Speed

Existing Speed Limit Work Zone Speed Limit At Work Crew
70 mph 55 mph 40 mph
60 mph 45 mph 40 mph

Notes:
• Maintaining the existing posted speed limit is prohibited
• Advisory speeds are required in advance of work crews, W23-5 and W23-6 signage
shall be used in advance
• Radar Speed Display Sign, with W23-6, is recommended for Maintenance.

It is understood there will be unique situations that may warrant adjustments to values
listed in Table 4-1 based on engineering judgement, but these adjustments are limited to
5 +/- mph to maximize consistency statewide.

See Section 5-18 the Traffic Manual for additional information and work with your Region
Traffic Engineer for work zone speed limit reduction approvals and notifications.

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Appendix 4 Freeway Lane closures with Speed Limit Reductions

Freeway (2-Lane): Single Left Lane Closure with Right Shoulder Shift

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Freeway Lane closures with Speed Limit Reductions Appendix 4

Freeway (3-Lane): Double Left Lane Closure with Right Shoulder Shift

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Appendix 4 Freeway Lane closures with Speed Limit Reductions

Freeway (2-Lane): Single Right Lane Closure with Left Shoulder Shift

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Freeway Lane closures with Speed Limit Reductions Appendix 4

Freeway (3-Lane): Double Right Lane Closure with Left Shoulder Shift

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Appendix 5 Litter Crew Plans
This appendix provides minimum traffic control requirements for litter crews working
along State Highways.

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Litter Crew Plans Appendix 5

Litter Crew Traffic Control Plan – Divided Highway Median Work

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Appendix 5 Litter Crew Plans

Litter Crew Traffic Control Plan – High Speed Roadway

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January 2021
Litter Crew Plans Appendix 5

Litter Crew Traffic Control Plan – Low Speed two-lane, Two-Way Roadway

WSDOT Work Zone Traffic Control Guidelines for Maintenance Operations M 54-44.08 Page A-15
January 2021
Appendix 5 Litter Crew Plans

Page A-16 WSDOT Work Zone Traffic Control Guidelines for Maintenance Operations M 54-44.08
January 2021