Work Zone Traffic Control 1 Objectives Describe a

Work Zone Traffic Control 1

Objectives • Describe a maintenance of traffic plan for a roadway project • Define work zone problems and reasons for same • Identify work zone traffic control devices • Present details of work zone traffic control 2

Key resources … http: //mutcd. fhwa. dot. gov/ - contains standards and principles for design, installation, and maintenance of traffic control devices in work zones. Direct link to pdf version: http: //mutcd. fhwa. dot. gov/pdfs/2003 r 1/pdfindex. htm http: //wzsafety. tamu. edu/ AASHTO Roadside Design Guide: Chapter 9 discusses: Traffic Barriers, Traffic Control Devices and Other Features in Work Zones. Should be used with Traffic Control Devices Handbook – Part VI http: //safety. fhwa. dot. gov/fourthlevel/pdf/bestprac. pdf 3

Maintenance of Traffic Plans (MOT) or Traffic Control Plans (TCP) • A plan directed to the safe and expeditious movement of traffic through construction and to the safety of the work force performing those operations • How/when traffic is maintained during construction • Typically required … always needed • Often not given proper time or attention – switching time most dangerous 4 http: //www. fhwa. dot. gov/tfhrc/safety/pubs/89035. pdf

Plan Components • Pavement marking, cones, barriers for channelization • Illumination and warning lights (steady for path, flashing for single points) • Policies for removal of signs, etc. • Staging of Traffic (how it flows) • Need for flaggers, etc. • Notes (e. g, move or sign all equipment when not in operation in the work zone) • No parking of employee cars in work zone • Cost estimate must include labor, signs, cones, etc. • Include the following (if needed): – – Diversion/detour alignments Tapers and lane drops (see MUTCD) Pedestrian accommodations Traffic control (signals, sign type, sign location) 5

This page includes links to databases and web sites of standards, specifications, and practices that are related to work zone safety. Work Zone Safety Standards and Practices Database Manual on Uniform Traffic Control Devices (MUTCD) Visibility and Retroreflectivity Related OSHA Regulations Best Practices on Work Zone Safety FHWA's National Highway Specifications FHWA's Work Zone Mobility and Safety Fact Sheets Work Zone Traffic Control Inspection Forms http: //wzsafety. tamu. edu/files/S&P. stm 6

Special conditions in TCP • • High volume or high speed traffic. Rush hour or seasonal traffic patterns. Heavy use by pedestrians. Changing work conditions or other conditions that would be confusing to the traveling public. • Hazards due to nighttime operations. • Complex detours or traffic patterns. • Closely spaced intersections, interchanges, or other decision points. 7

Checklist of factors • • • Estimated traffic volumes, vehicle types, and direction of travel. Traffic speeds. Required number of travel lanes. Traffic control layouts including signing, markings, channelization devices, traffic signals, traffic delineators, barriers, and detour schemes. Restrictions on work periods such as rush hours, holidays, special events, nights, weekends. Characteristics of adjacent highway segments. Requirements for partial completion and opening sections to traffic. Maneuvering space available for traffic. Requirements for installing, maintaining, moving, or removing traffic control devices. Turns or cross movements required by traffic. 8

Additional Considerations (but not in contract) • The need for public relations, such as notifications to the local news media. • Any special agreements reached with other agencies relating to traffic control or traffic management. • Accident reporting requirements. • Any special guidance on traffic management for the project engineer. 9

Why are Work Zones more Prone to Crashes? • Why are work zones difficult for drivers and subsequently dangerous for workers? – Violate – Expectancy – Increased – Workload – Combine – Both 10

Work Zone Safety Facts • Late 90 s … ~700 deaths/year … 1074 in 2005! • Tractor/trailer involvement in work zones crashes are high (26% of fatalities) • Work Zone crashes generally more severe (more injuries/fatalities than national average)- Fixed object impacts result in more injuries/fatalities than vehicle to vehicle impacts • ½ of work zone fixed object impacts occur at night (impact on staging? ? ) 11

Work Zone Safety Facts • 1994 -98 Average was that 16% of work zone fatalities were peds/bicyclists • Fatal work zone crashes are twice as high as non-work zone fatals on urban interstates (14% are FATAL!) • The majority of fatal work zone crashes occur on 55 mph or greater speed limits (No need for slow speed MOT? Ped/bike/ car fatalities? – increase over 35 mph but occur much lower) • 29% of fatals on weekends! (most in summer and fall) • ~150 workers killed each year (who are the workers? ? ? ) Utility work in bike lanes can often be accomplished without blocking the entire lane. 12 http: //safety. fhwa. dot. gov/ped_bike/univcourse/swless 12. htm

Number of Work Zone Fatalities - 2002 13

http: //www. dot. state. ia. us/workzone/index. htm 14

Work Zone Traffic Control Devices • Cones/Tubular Markers • Vertical Panels • Drums (watch breakaway lamps – ballast at bottom and no greater than 25 kg) • Barricades Type I, II, and III • Shadow Trucks, etc. for moving construction or maintenance 15

Temp. Traffic Control Devices & Signs 16

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Temporary barriers - Portable Concrete Barrier (PCB) http: //tti. tamu. edu/documents/0 -4692 -1. pdf TTI study of portable concrete barrier design 27

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617. 1. 5 Temporary Glare Screens. Temporary glare screens in work zones consist of modular units installed on top of temporary concrete traffic barrier. Temporary glare screens prevent headlight glare. Glare screens may also be used to block the driver’s view of construction activities. Glare screens are not used where they could restrict driver visibility and sight distance. Use of these units are limited due to installation and maintenance concerns to areas where work zone activities could impact the flow of traffic, or geometrics could create a blinding effect on drivers. When specified, quantities are calculated and shown on the plans. - MODOT Transpo Industries web site Glare screen should not be installed in medians wider than 6. 1 m. Cal. Trans 40

BMW Takes On Glare Screen WSDOT's IRT member Don Harris said the weekend accident on westbound SR 520 near 92 nd Avenue was one of the more unusual situations to which he’d responded. The driver of a BMW lost control and drove for 780 feet on the jersey barrier, taking out 640 feet of glare screens. The screens are on top of the jersey barrier to prevent the headlights of opposing traffic from blinding or distracting drivers. Harris’s job was to pick up all those glare screens while WSP Troopers took custody of the driver. Traffic was up and running again shortly after the 8: 15 a. m. accident. 41

Detour considerations • • Speed Capacity Distance Safety 42

How to increase detour capacity (e. g. , during I-235 reconstructions – Univ. Ave. , etc. ) § eliminate some turns § reroute some trucks and buses § ban parking § ban loading/unloading during peak § eliminate some bus stops § coordinate signals § widen the traffic way § implement one-way § ITS? ? ? (incident management, esp. ) 43

http: //www. dot. state. ia. us/design/e 00_toc. htm#Chapter_9 44

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Specifics for Work Zones • Fundamental principles of work zone traffic control design • Four work zone areas and their components • Taper lengths and types • Advance signing applications and factors that impact setup 46

Work Zone Traffic Control Design – 10 Fundamental Principles (MUTCD Part 6) Why? worker/motor vehicle safety in temporary traffic control areas • Traffic safety must be integral and high-priority during project development (from planning to construction) and rehab/ maintenance or utility activities • Follow same principles of normal permanent roadside/roadway designs (goal is use comparable geometrics/traffic control if possible) 47

Fundamental Principles (cont. ) • Produce a traffic control plan (TCP) (understand before field work) • Traffic should be inhibited as little as practicable – Avoid frequent and abrupt geometry changes – Provide for incident management vehicles – Minimize work time and do off-peak if possible • Guide drivers/peds in a clear and positive manner approaching and through zone (adequate traffic control, proper action with permanent control, flagging) 48

Fundamental Principles (cont. ) • Routinely inspect your traffic control elements • Maintain the roadside during construction (for safety) • Train all levels of workers in temporary traffic control zone safety • Provide statutes that allow work zone traffic control (no real engineer control? ? ? ) • Maintain good public relations (media) 49

Activity Area Storage (not shown) Work Buffer Traffic 4. Termination Area – returns traffic to normal 3. Activity Area – where the work happens 2. Transition Area – channels the traffic 1. Advance Warning - what to expect 50

Tapers – Important Safety Element of Work Zones (Why? ) • Used in transition and possibly termination areas of work zone • Use a series of channelizing devices and/or pavement markings • Observe after implementation (adjust as appropriate) • Channelizing device spacing (in feet) approximately equal to the roadway speed in MPH 51

Taper Types • Merging – longest because it requires drivers to merge with other traffic (use L minimum) • Shifting – merging not required, but a lateral shift is (use ½ L minimum) • Shoulder – used where shoulder may be mistaken for driving lane (use 1/3 minimum, but L is traveled on) • Downstream – provide visual cue that original lane is now accessible (optional – if used 100 feet/lane minimum, 20 -foot device spacing) • One-lane, Two-way – used when one lane closed and used by both directions (use 100 -foot maximum and typ. flagger) 52

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Warning Signing for Typical Applications • Place warning signs in advance of work areas at spacing indicated • Distances measured from transition or point of restriction start • Table 6 C-1 suggests spacing for warning signs on different roadway types • “A” is distance from transition/point of restriction to first sign • “B” is distance to from first to second sign, and • “C” is distance from second sign to initial sign encountered by driver (in a three-sign series) 57

Selecting a Typical Sign Setup Consider: • Duration of Work (long-term stationary, intermediate-term stationary, short duration, and mobile) • Location of Work (e. g. , outside shoulder, near/on shoulder, median, on roadway) • Roadway Type (e. g. , rural two-lane, urban arterials, other urban arterials, rural or urban divided/undivided, intersections, and freeways) • MUTCD has 44 typical applications split by these categories 58

When conditions are more complex, use … A. Additional devices: 1. Signs 2. Arrow panels 3. More channelizing devices at closer spacing (see Section 6 F. 68 for information regarding detectable edging for pedestrians) 4. Temporary raised pavement markers 5. High-level warning devices 6. Portable changeable message signs 7. Temporary traffic control signals (including pedestrian signals and accessible pedestrian signals). 8. Temporary traffic barriers 9. Crash cushions 10. Screens 11. Rumble strips 12. More delineation B. Upgrading of devices: 1. A full complement of standard pavement markings 2. Brighter and/or wider pavement markings 3. Larger and/or brighter signs 4. Channelizing devices with greater conspicuity 5. Temporary traffic barriers in place of channelizing devices C. Improved geometrics at detours or crossovers D. Increased distances: 1. Longer advance warning area 2. Longer tapers E. Lighting: 1. Temporary roadway lighting 2. Steady-burn lights used with channelizing devices 3. Flashing lights for isolated hazards 4. Illuminated signs 5. Floodlights 59

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Research comparisons on Control Devices • Cones, signs and barricades more effective in conjunction with a flagger • Barricades, panels, and drums lead to earlier transition time at night than did cones and tubes • Size and visible area of control device had more impact than shape • Only arrows and chevrons successfully conveyed the message of direction (not stripes) • Generally, devices of equal visibility had equal value • Motorists respond to the channelization path, but not to a single device 66

OECD Research comparisons on devices Cones and tubes advantages • • • provide less impediment to traffic flow Cause less damage to vehicles and workers Easier to store, transport and set up? Smaller “projectile” than drums Don’t blow over as easily Disadvantages • easy to penetrate/displace • don’t command respect as drums 67

68 http: //www. aaafoundation. org/pdf/PEDO_report. pdf

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Edge drops in Construction Zones http: //www. ctre. iastate. edu/reports/dropoff. pdf 72

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Edge drop mitigation in construction zones • Place a 45 degree wedge at drop-off site – What are the potential problems? • Place channelizing devices near drop-off using a 3 foot buffer • Install portable concrete barriers (or other barrier type) • What factors affect the wisdom of doing this? 76

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