Traffic Safety Alert- National Workzone Safety Awareness

National Work Zone Awareness Week Apr 23-27, 2012.

Work Zones Need Your Undivided Attention

The national campaign is conducted every year at the start of the construction season to attract national attention to drive carefully through highway construction and repair sites. Each year, approximately 1,000 people are killed in roadway work zones.

Please Drive Defensively in work zones. Work zones are very dangerous places because so much is happening. To safely navigate through one, always slow down, stay alert, focused and be patient. Always expect the unexpected. Work zone workers, equipment and materials may be in the traffic lanes. Altered road conditions such as edge drop-offs, sharp turns or sloped surfaces can affect your vehicles stability.

Here are 10 defensive driving safety tips for navigating through work zones:

10 Defensive Driving Tips for Work Zones

• EXPECT THE UNEXPECTED! (Normal speed limits may be reduced, traffic lanes may be changed, and people may be working on or near the road.)
• SLOW DOWN! Prepare to merge into different traffic lanes. (Speeding is one of the major causes of work zone crashes; obey posted speed limits. Speeding ticket fines are doubled for work zone violations)

• DON’T TAILGATE! KEEP A SAFE DISTANCE BETWEEN YOU AND THE CAR AHEAD OF YOU. Allow plenty of following distance at least 3 seconds so you have time to react to hazards (The most common crash in a highway work zone is the rear end collision. So, dont tailgate)
• KEEP A SAFE DISTANCE BETWEEN YOUR VEHICLE AND THE CONSTRUCTION WORKERS AND THEIR EQUIPMENT. Watch for the orange work zone cones.
• PAY ATTENTION TO THE SIGNS! Be prepared to stop! (The warning signs are there to help you and other drivers move safely through the work zone. Observe the posted signs until you see the one that says you’ve left the work zone.)

• OBEY ROAD CREW FLAGGERS! (The flagger knows what is best for moving traffic safely in the work zone. A flagger has the same authority as a regulatory sign, so you can be cited for disobeying his or her directions.)
• STAY ALERT AND MINIMIZE DISTRACTIONS! (Dedicate your full attention to the roadway and avoid changing radio stations or eating while driving in a work zone.)
• KEEP UP WITH THE TRAFFIC FLOW. (Motorists can help maintain traffic flow and posted speeds by merging smoothly, and not slowing to gawk at road work equipment and crews.)
• SCHEDULE ENOUGH TIME TO DRIVE SAFELY AND CHECK RADIO, TV AND WEBSITES FOR TRAFFIC INFORMATION. (Expect delays and leave early so you can reach your destination on time. Check the National Work Zone Safety Information Clearinghouse for information on work zone delays throughout the country.)
• BE PATIENT AND STAY CALM. (Work zones aren’t there to personally inconvenience you. Remember, the work zone crew members are working to improve the roads and make your future drive safer.)

Information provided by FHWA, Workzonesafety.org and the National Traffic Safety Council.

Today’s post comes to us courtesy of Ken Oswald

Safety and Security Manager for Plateau

koswald

What Class Vest am I wearing?

In yesterday’s post, we talked about what class vest was needed where (see “What Class Vest do I Need?“). Today we are going to look at what makes up the different classes that we are talking about.

At first glance, the answer to the title of today’s post might seem an obvious one… “Just look at the tag in your vest!”. The problem is that what the tag says isn’t always what the vest is. We’ve talked about this in a post back on March 25^th entitled “Counterfeit PPE“. Most often the issue is that the manufacturer of the vest didn’t realize that the amount of background material is reduced when the reflective material is added resulting in a vest that doesn’t have enough background material to meet the class rating that the manufacturer puts on the label. Because ANSI doesn’t have enforcement authority (they only set the standards), many of these vests end up out there with the consumer thinking that he’s got the correct vest when, in fact, he doesn’t.

With that in mind, here’s a chart outlining what is required for each class vest. It is taken from a 3M document that you can download entitled “ANSI/ISEA 107-2004 made easy: A Quick Reference to High-Visibility Safety Apparel”

You just ran over a little girl

Last Friday we ran a post on the record low fatalities in the highways. While that’s good news, a British Columbia company wants to make sure that we don’t rest on our laurels.

School zones and other areas where children play are still problem areas. Getting drivers to slow down is still a priority.

Preventable, out of Canada, has come up with a novel approach. They have painted a 3D illusion into the middle of the street that makes it look, at a distance of 100 feet, as if a little girl is in the middle of the road reaching for a ball. Watch the video from Youtube:

A lot of buzz has already been generated around the issue of panic-stricken motorists suddenly swerving and hitting other cars or children as well as the issue of desensitizing drivers who might not react in time when the image is not an illusion but a real child.

For the time being, they are closely monitoring the spot to see how drivers react and what positive or negative effects this approach might have.

Either way, it’s an interesting approach to a problem that kills almost 1 child a day in the BC area! Time alone will tell if it works.

Manual on Uniform Traffic Control Devices

Last week, we took a quick look at traffic control devices (see part 1 and part 2).

At least one of my readers asked me for more information. Rather than try to figure out what this reader needs, I figured I’d just point him, and you, to the 2009 Manual on Uniform Traffic Control Devices (MUTCD) which is available for download on the Department of Transportation’s website.

You can download the whole thing (27.2 MB) or just the section that is relevant to what you are looking for. Click on the image of the cover below to go to the MUTCD download page.

The Basics of Work Zone Traffic Control Devices (Part 2 of 2)

Type II traffic control devices are lightweight traffic control devices that are individually rated according to the Test Level of NCHRP (National Cooperative Highway Research Program). It must pass the 100 km/hr crash test.

This category includes roll-up signs and Type I, Type II and Type III barricades.

Type III Traffic Control Devices is a classification for barriers and other large or fixed devices. These also need to be tested in accordance with the NCHRP-350 standard.

Water filled longitudinal barricades, concrete barriers, crash cushions as well as fixed steel barriers along highways are included in this category.

 

 

Type IV traffic control devices is trailer mounted devices such as work area lights, portable traffic signals and flashing arrow panels. Because they are not intended as barriers, they are not required to have crash testing. These devices should be removed when not in use.

 

Relevant Documents:

Download the NCHRP Report 350 at http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_350-a.pdf

The Basics of Work Zone Traffic Control Devices (Part 1 of 2)

Used to define spaces, separate and direct traffic, barricades, delineators, drums and other traffic control devices are a standard part of construction sites and highway work. As such, they are subject to standards and regulations. In this article we are going to look at these items and explain what the different types are and how they should be used as well as the different materials available.

Traffic control devices fall into 4 categories:

Type I traffic control devices are those that are self-certified by the manufacturer of the devices. Self-certification should identify the Test Level of NCHRP (National Cooperative Highway Research Program) that the device passed. NCHRP Report 350 outlines the procedures, parameter and criteria to use for these tests (the link to this document is listed at the end of this paper).

Traffic control devices in this category include such items as drums, cones, panels and delineators.

The Basics of Traffic Control (Part 11)

5. Type of Temporary Traffic Control Zone Activities

The five categories of work duration and their time at a location shall be:

A. Long-term stationary is work that occupies a location more than 3 days.

B. Intermediate-term stationary is work that occupies a location more than one daylight period up

to 3 days, or nighttime work lasting more than 1 hour.

C. Short-term stationary is daytime work that occupies a location for more than 1 hour within a

single daylight period.

D. Short duration is work that occupies a location up to 1 hour.

E. Mobile is work that moves intermittently or continuously.

6. Typical Applications

This section is a 98 page document with drawings and schematics outlining examples relating to TTCs as outlined below:

• Work Outside of Shoulder (see Section 6G.06)
  
• Work on the Shoulder (see Sections 6G.07 and 6G.08)
  
• Work Within the Traveled Way of Two-Lane Highways (see Section 6G.10)
  
• Work Within the Traveled Way of Urban Streets (see Section 6G.11)
  
• Work Within the Traveled Way at an Intersection and Sidewalks (see Section 6G.13)
  
• Work Within the Traveled Way of Multi-lane, Nonaccess Controlled Highways (see Section 6G.12)
  
• Work Within the Traveled Way of Expressways and Freeways (see Section 6G.14)
  
• Work in the Vicinity of Highway-Rail Grade Crossings (see Section 6G.19)
  

7. Control of traffic through traffic incident management areas

This section covers issues like major traffic incidents (traffic incidents involving hazardous materials, fatal traffic crashes involving numerous vehicles, and other natural or man-made disasters), intermediate traffic incidents and use of emergency-vehicle lighting.

The Basics of Traffic Control (Part 10)

4.Temporary Traffic Control Zone Devices

This section defines usage, size, colors, nature and placement for any and all signs, barriers, flags, cones, pavement markings, barricades and signals in TTCs.

A few important notes taken from this section:

• All nighttime signs shall be retroreflective
• Signs must be legible at all times which means that they must be maintained and replaced when no longer legible.
• Portable Changeable Message signs shall automatically adjust their brightness under varying light conditions, to maintain legibility
• Cones shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.
• Vertical panels shall be 8″ to 12″ in width and at least 24″ in height. They shall have orange and white diagonal stripes and be retroreflectorized.
• Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass.
• Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating,
• Flashing, oscillating, or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating, or strobe lights.

See the 44 pages MUTCD section 6F for specific examples, regulations, standards and images relating to TTC zone devices.

The Basics of Traffic Control (Part 9)

Additionally, this section of the MUTCD contains regulations regarding the Hand-Signaling Devices used by flaggers.

The STOP/SLOW paddle is the preferred hand-signaling device because it provides more guidance to drivers than flgs.

The Standard reads:

“The STOP/SLOW paddle shall have an octagonal shape on a rigid handle. STOP/SLOW paddles shall be at least 450 mm (18 in) wide with letters at least 150 mm (6 in) high and should be fabricated from light semirigid material. The background of the STOP face shall be red with white letters and border. The background of the SLOW face shall be orange with black letters and border. When used at night, the STOP/SLOW paddle shall be retroreflectorized.

If flashing lights are used on the STOP face of the paddle, their colors shall be all white or all red.

If flashing lights are used on the SLOW face of the paddle, their colors shall be all white or all yellow.

If more than eight flashing lights are used, the lights shall be arranged such that they clearly convey the octagonal shape of the STOP face of the paddle and/or the diamond shape of the SLOW face of the paddle.

If flashing lights are used on the STOP/SLOW paddle, the flash rate shall be at least 50, but not more than 60, flashes per minute.

Flags, when used, shall be a minimum of 600 mm (24 in) square, made of a good grade of red material, and securely fastened to a staff that is approximately 900 mm (36 in) in length.

 

The rest of this section of the MUTCD deals with how the flagger procedure and how they must make use of the STOP/SLOW paddle as well as flags using illustrations.

It also outlines the flagger stations using the following chart to identify the distances necessary:

 

Speed (MPH)	Distance (ft)
20	115
25	155
30	200
35	250
40	305
45	360
50	425
55	495
60	570
65	645
70	730
75	820

The Basics of Traffic Control (Part 8)

1. Pedestrian and Worker Safety
   

   Essentially, this section covers regulations for protecting pedestrians in TTCs. If the regular pedestrian traffic needs to be rerouted, all precautions should be taken to make sure that they are never led along a path that would endanger them. This section includes sections on protecting pedestrians from overhead hazards, traffic hazards, construction traffic hazards and more.

   This section also includes considerations for the safety of construction workers.

2. Flagger Control
   

   According to section 6E, the qualifications for flaggers are:

   A. Ability to receive and communicate specific instructions clearly, firmly, and courteously;

   B. Ability to move and maneuver quickly in order to avoid danger from errant vehicles;

   C. Ability to control signaling devices (such as paddles and flags) in order to provide clear and positive guidance to drivers approaching a TTC zone in frequently changing situations;

   D. Ability to understand and apply safe traffic control practices, sometimes in stressful or emergency situations; and

   E. Ability to recognize dangerous traffic situations and warn workers in sufficient time to avoid injury.

    

   Because flaggers in directly in traffic areas, the MUTCD has strict regulations regarding High-visibility apparel set by the “American National Standard for High-Visibility Apparel”.

   The standard is set as follows:

   American National Standard For High-Visibility Safety Apparel- ANSI/ISEA 107-1999
   

   American National Standard For High-Visibility Safety Apparel- ANSI (American National Standards Institute)/ISEA (International Safety Equipment Association) 107-1999
   

   Road construction, railway and utility workers; law enforcement and emergency response personnel; survey and airport ground crews and others are routinely exposed to the hazards of low visibility on the job. Now they can be assured of being seen, both day and night, if they wear apparel that conforms to a newly-published American National Standard from ISEA, The International Safety Equipment Association.
   

   Until the publication of this document, there was no uniform, authoritative guide for the design, performance specifications, and use of high visibility and reflective apparel including vests, jackets, bib/jumpsuit coveralls, trousers and harnesses. Garments that meet this standard can be worn 24 hours a day to provide users with a high level of conspicuity through the use of combined fluorescent and retroreflective materials.
   

   The standard specifies three conspicuity classes of garments based on wearer’s activities:
   

   Class 3 garments provide the highest level of conspicuity where traffic exceeds 50 mph and are intended for workers who face serious hazards where weather, work or other factors impair visibility or often have high task loads that require attention away from their work. The standard recommends these garments for all roadway construction personnel, flaggers, and vehicle operators, utility workers, survey crews, emergency responders, railway workers, accident site investigators, and emergency response.
   

   Class 2 garments are intended for users during activities that need greater visibility in inclement weather conditions, or who perform tasks that divert their attention from appoaching traffic, whose work environments that have risks that exceed those for Class 1 and whose activities occur near roadways where traffic speeds exceed 25 mph but less than 50 mph. Workers who would wear this class of garment include railway workers, school crossing guards, high volume parking and toll gate personnel, delivery vehicle drivers, airport baggage handlers, ground crew, trash collection and recycling operations, ship cargo loading operations, forestry operations, roadway construction, utility, and emergency response and law enforcement personnel.
   

   Class 1 garments may be suitable for workers not directly in vehicle traffic paths and where vehicle speeds do not exceed 25 mph. Class 1 is suitable when workers’ activities permit their full attention to approaching traffic. Parking service attendants, workers in warehouses with equipment traffic, shopping cart retrievers, sidewalk maintenance workers, and delivery vehicle drivers may wear this class of garment if above criteria are met.
   

(Note: As of the date of this post, the FHWA has promised a revision of the MUTCD standard on high-visibility apparel for the end of this year. The new standard would expand to include delivery workers, taxi drivers, hotel curb workers and others who are daily exposed to traffic.)

 

For a complete document outlining the differences between class 2 and class 3, the amount of material needed for each and the amount of reflective tape needed download “Understanding the Reflective Standard“