Worksite Safety Update Promoting safety in road construction

No 121 July 2012

Update 121 July 2012 Page 1 of 12

In this Edition: • Progressively Moving Mobile Worksites on Urban Freeways Page 1

• WorkSafe Release a Civil Construction Industry Standard Page 5 • Safety in Design for Bridge Anti Skid Block Construction Page 6

• Best Practices in Work Zone Safety – Virtual Conference Page 7

• WorkSafe Message on Safe Work Method Statements Page 8 • Reversing Fatalities Subject of U.S. Federal OHS Enquiry

- Employees Health & Safety Fund Comment Page 8

Progressively Moving Mobile Worksites on Urban Freeways Given the high risks associated with works on and adjacent to high speed high traffic volume

urban freeways, there has been on-going evolution and innovation in work practices in Victoria based on concepts developed and trialled in 2011 on the Eastern Freeway and more recently on the Deer Park Bypass.

The fundamental objective has been to provide physical protection to the worksite which includes TMAs as the highest practicable control short of freeway closure. Freeway closures

are frequently used where major works such as bridge and other structure erection over the freeway is required and the opportunity is also taken to conduct other works at the same time.

However, from a practical viewpoint it is still necessary to conduct short term works with

traffic present.

Some of the challenges experienced during these trials include:

� Vehicles entering emergency lanes and verges in an attempt to pass TMAs and worksites on the off-road side of roadwork sites particularly when the fast or slow lane is required closed as part of works adjacent to the road. Similar experience has been

reported in other states. This has necessitated the use of two TMAs and an additional shadow vehicle to block this risk on urban freeways;

� Speed limit reduction is a well established risk control and is usually deployed as part

of the traffic management plan. However, the experience gained during the deployment and removal of formal lane closures has shown this activity to be a high risk activity on high speed high traffic volume roads, such as urban freeways.

Since 2005 TMAs have been deployed on urban freeways and have physically protected traffic management personnel. Unless there is an emergency lane present or the sealed verge is wide enough the deployment or removal of traffic management

signage requires intrusion into traffic lanes at the commencement of a lane closure and during removal. This factor combined with a reduced forward view by drivers and other contributing factors necessitated the introduction of advance warning VMS and

two TMAs. Higher visibility warning lights for TMAs were another successful innovation.

Where the works are progressively moving the lane closure will require constant removal and reestablishment otherwise a reduced speed zone becomes unreasonably long and traffic will speed-up.

Update 121 July 2012 Page 2 of 12

Temporary Mobile Speed Zones are being trialled on the Eastern Freeway for

evaluation, in an attempt to remove the risk involved in the establishment of formal lane closures and to encourage a speed reduction past the worksite. Colour VMS

displays will facilitate both messages and speed limit sign displays.

� Because of concerns that vehicles on multi-lane freeways may leave leaving a freeway at relatively high angles, other works vehicles have been positioned to

protect the worksite against lateral intrusion on the larger and longer length frequently moving mobile worksites. No such incident has been reported but is the reason why Mobile Barrier Trailers (MBT) have been developed and approved in the

USA. They are not yet available in Australia so a low loader has been successfully used for this purpose a few times, the most recent on the Deer Park Bypass.

The following photographs and captions illustrate a recent progressively moving mobile worksite which was deployed in July on the Deer Park Bypass to protect crack sealing works by Super Sealing for Leighton:

A formal lane closure with a 40 km/h speed limit and two TMAs to protect emergency lane works area

and slow lane closure. A reduced TMA clearance to the low loader was agreed due to the lower speed

limit to reduce the likelihood of vehicle intrusion but not for the TMA in the emergency lane.

Photograph by Craig Longmuir

Update 121 July 2012 Page 3 of 12

Closer view of the two TMAs.

Approaching the worksite.

Update 121 July 2012 Page 4 of 12

Passing the worksite

The following photographs illustrate the use of TMAs to deploy traffic management signs on the Eastern Freeway early 2011:

Early trial of deployment of traffic management signage with TMAs forming a mobile taper to protect

traffic management personnel. An advance warning VMS is used today preferably mounted on a TMA

and placed fully within the emergency lane or verge and clear of traffic lanes.

Update 121 July 2012 Page 5 of 12

View from rear of TMAs. The TMA in the foreground should be placed fully in the emergency lane /

verge to avoid intrusion into traffic lane.

WorkSafe Release a Civil Construction Industry Standard WorkSafe Victoria released a 26 page Civil Construction Industry Standard in June. This industry standard provides practical advice to the civil construction industry on providing

and maintaining a safe working environment for workers and the public. The content as

based on industry expectations and current practices.

The system approach outlined in the standard is considered by WorkSafe to be particularly useful for employers without safety management systems to comply with their occupational

health and safety duties. It can also assist clients and major contractors in meeting compliance and documentation requirements.

The industry standard covers:

� Earthmoving and infrastructure construction, maintenance and refurbishment works

� Works at Greenfield and short term sites

� Supply, acquisition and disposal, inspection, maintenance, registration and safe operation of powered mobile plant and equipment.

The standard provides information to assist duty holders to achieve a minimum level of health and safety compliance but also states that alternative methods may be followed if they achieve an equivalent or higher level of OHS.

Update 121 July 2012 Page 6 of 12

An industry standard cannot replace obligations already imposed under the OHS Act 2004 or

the OHS Regulations 2007. For example duties under Section 20 of the Act or Regulation 5.1.7 which mandate the elimination of a hazard, so far as is reasonably practicable or the

reduction of risk following the hierarchy of safety controls, so far as reasonably practicable.

Where ‘must’ is used in the standard the guidance offered in the standard must be followed, so far as reasonably practicable.

A copy of the standard may be found at:

http://www.worksafe.vic.gov.au/__data/assets/pdf_file/0011/17885/MSC672WorkSafeBookl

et_IndustryStandardforCivilConstruction_web2.pdf

Safety in Design for Bridge Anti-Skid Block Construction

Neil Cooper, the Fulton Hogan Site Safety Officer on the Dingley Arterial Project, has shared a safety in design initiative as part of their construction of the Cheltenham Road Bridge. This initiative is timely given the Governments concerns over the cost of manual handling

type injuries in industry and the WorkSafe campaign to target the $1 Billion ‘Musculoskeletal Injury Problem’.

This concept was developed and included in the bridge design by Carlo Ludiciani, the Project

Engineer, and was well received by the construction workers who considered the innovation was a great improvement on how they previously placed concrete into the Anti-skid blocks.

The following article describes the initiative:

Scope of Works

Pouring the anti-skid block below the bridge beams after they have been placed has been an

issue in the past. There is restricted access associated with placement of the boom pump in-

between the bridge beams whilst maintaining access for workers to vibrate the concrete. Positioning of the concrete pump from the roadway beneath whilst manoeuvring the boom in

close proximity to the worker has been identified as a potential risk and engineered out.

cut out in the pre-cast beams, allowing for concrete boom pump to be placed and pumped below for

the anti-skid block.

Solution

When casting the bridge beams a cut out on either beam over where the anti-skid block is

to be poured was placed.

Update 121 July 2012 Page 7 of 12

This modification was detailed at the design stage and detailed on the “for construction”

drawings. This modification then enables the boom pump to be pumped directly into the area to be filled from above the deck surface, the access is via a scaffold and the concrete

can be vibrated with ease from below and finished off. This eliminates significant congestion below the bridge beams whilst ensuring that quality is maintained.

The workers do not have to hold the boom pipe from below or worst case bucket the

concrete or grout into place. The boom pump is simply placed into the cut-out and pumped

in until filled

Summary

The engineering out of a potential hazard by designing cut outs so as to alleviate the need for excessive manual handling and the ease of placing concrete into the anti-skid block enables the works to be completed in a timely fashion without stress to the workers and

quality finish.

This highlights the use of the hierarchy of control substitute (change) and engineer (make something new)

Boom pump in place pumping in the Scaffold for workers to access anti-skid block

concrete to the anti-skid block below potentially concrete would have had to be

pumped up to here.

Best Practices in Work Zone Safety – Virtual Conference The National Work Zone Safety Information Clearing House in USA has invited all interested people to participate in their Best Practices in Work Zone Safety Local

Transportation Asset Management Virtual Conference and Innovation Showcase September 18 – 20 at Your Desktop. The Work Zone Safety Information Clearing House and the web site may be found at:

http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/wzd/road_wzc.cfm

More details on the virtual conference are appended to this Update.

Please contact ARTBA’s Lisa McCluskey at lmccluskey@artba.org with any questions.

This is believed to be the first Virtual Conference of its kind for Roadwork Safety and the organisers are to be congratulated for this innovation.

Update 121 July 2012 Page 8 of 12

WorkSafe Message on Safe Work Method Statements

This article appeared in a recent edition of the WorkSafe ‘Safety Soapbox’ Newsletter.

Although the writer refers to builders the advice is equally applicable to road construction works areas:

Safety on construction sites doesn’t just happen: it requires good planning and effective

supervision. planning and supervision are essential for any construction activity and are

part of every employer’s legal responsibilities.

If high risk construction work is being undertaken, additional duties apply. Not only does

the employer have to consider the risks from the work and how they are going to control

those risks, they have to document how they are going to do the work safely.

The requirement to produce a safe work method statement (SWMS) before undertaking high risk construction work is a primary responsibility of the direct employer or sub-

contractor (subbie) and is also a joint responsibility of the principal contractor (builder). Self-employed subbies or builders also have the same SWMS responsibilities as an employer.

Simply filling out the paper work will not meet your legal responsibilities.

Builders need to supervise their subbies and subbies need to supervise their workers to ensure the SWMS are being followed and the controls remain effective

in controlling risks from the work.

The law also requires the builder and subbie to immediately stop the work, as soon as it is safe to do, after they become aware that the SWMS is not being followed or the risks are not being controlled. The work must not restart until the

SWMS are complied with or are reviewed and revised.

When preparing and using SWMS ensure that:

• the workers doing the work are consulted; especially when the SWMS is being reviewed and implemented on site

• the SWMS is site specific and reflects the hazards and risks at the site where the work is occurring; generic SWMS must be reviewed and revised as necessary for each site

• the workers who have to do the work and implement the SWMS controls understand the SWMS

• while the work is occurring the SWMS is readily accessible onsite; workers should have a copy with them for reference

• work is monitored/supervised as necessary, to enable the work to be done safely and in accordance with the SWMS.

Unfortunately, even after five years, some builders and subbies have not fully implemented SWMS into their businesses. Not only are they breaking the law they are putting their

workers, themselves and their businesses at risk.

Reversing Fatalities (Backovers) Subject of U.S. Federal

Occupational Health & Safety Authority Inquiry, LHSFNA Comment

In Australia the road construction industry has clearly identified reversing fatalities as the

highest risk area in our industry. Interestingly, and as highlighted in previous issues of this newsletter, the experience has been similar around the world with the U.S. Occupational

Update 121 July 2012 Page 9 of 12

Health and Safety Authority conducting an enquiry on the subject with a view to review its

existing Work Zone Safety Standard.

The Labourers Health & Safety Fund of North America (LHSFNA) responded in June to the agency's request for information on how best to prevent backover incidents. After a 30-day extension to allow additional comment, OSHA closed its request on July 27 and will now

review responses and decide if it will develop an updated work zone safety standard.

"Backovers are a major problem for our members because they are the boots on the ground

in highway construction," says LIUNA General President Terry O'Sullivan. "Amid the noise and traffic of a work zone, it is all too common that workers on foot are killed by backing dump trucks and other machinery."

More Laborers are killed by equipment inside work zones than by drivers who crash into work zones from outside. Inside the zone, the main culprits are dump trucks because the

wide bins behind their cabs create huge blind spots for backing truck drivers.

O'Sullivan points out that two states, Washington and Virginia, have taken action in recent years to address the problem. He also notes that steadily dropping prices make an array of technological solutions financially feasible. "OSHA," he says, "could make a big difference for

highway workers if it would update its standard and require effective, uniform rules across the country."

In the Fund's comments, Scott Schneider, the LHSFNA's Director of Occupational Safety and Health, relied on the hierarchy of controls to prioritize his recommendations. Under the

hierarchy, elimination of (or substitution for) hazards is the first goal, followed by use of

engineering controls, changes in work practices and, finally, use of personal protective equipment. The Fund recommends:

Internal Traffic Control Plans (ITCP)

The first goal should be to reduce backing to a minimum. This can be accomplished through

instituting an ITCP requirement. ITCPs minimize backing risks within a work zone through one-way lanes, pedestrian zones and a system to communicate and enforce these and other traffic patterns. Introduced 15 years ago, ITCPs are increasingly common in the field.

Technology

Where backing cannot be eliminated, new technology can help. Research shows that backup video and radar systems alert drivers to pedestrians behind their vehicles.

Meanwhile, the cost of video cameras and monitors has dropped, and wireless technology makes their use even more feasible. Many companies already install such technology on

their vehicles and have had good experience with it.

Spotters

Technology is not infallible. Spotters are trained to detect hazardous situations and warn drivers to stop before tragedy strikes. They have a proven track record in preventing backovers and should be required where technological remedies are not in use. Spotter and

operator training, including standardized hand signals, are essential to effective coordination and must be required (Editors Note: Spotters are often the personnel reversed over in the U.S. experience so this needs to be taken into account).

Update 121 July 2012 Page 10 of 12

Blind Spot Warning Signs

Blind spot diagrams have been developed and used by NIOSH to warn drivers and

pedestrian workers of backover dangers. They should be posted in the cab, on both sides of

a vehicle and on its back.

Backup Alarms

For decades, backup alarms have been used to prevent backovers. Alone, they are not sufficient, but as a supplement to other technology and techniques, they have a role to play. However, they must be louder than ambient noise or, preferably, produce a white noise.

Also, they should be supplemented with visual alarms for workers who may be hard of hearing or wearing hearing protection.

High Visibility Clothing

One way to avoid backovers is to make pedestrian workers more visible. According to the FHWA's Manual of Uniform Traffic Control Devices, highway workers must wear high

visibility clothing. A minimum of Class II clothing should be required for those on foot, and Class III clothing should be required for night operations and any operations (e.g., rain or

fog) where visibility is low.

Vehicle Operation

How vehicles are operated is also a critical component of backover prevention. Backing speed limits should be enforced, and vehicles must cease operations whenever the camera/radar system is not working, the backup alarm is not working, the spotter is not visible or anyone on the site tells the operator to stop.

Submitted comments can be viewed at Docket Folder OSHA-2010-0059

Worksite Site Safety Update is produced monthly by VicRoads Major Projects Division to communicate

industry safety information and initiatives within VicRoads and to our contractors. It is also circulated via the WorkSafe Safety Soapbox to industry. The content reflects civil road

construction and maintenance safety and includes works conducted on or beside operational

roads. The editor may be contacted at: michael.rose@roads.vic.gov.au

Update 121 July 2012 Page 11 of 12

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Best Practices in Work Zone Safety @

Local Transportation Asset Management Virtual Conference & Innovation Showcase

September 18-20 at Your Desktop

We recently sent you an email to tell you more about ARTBA's Local Transportation Asset Management Virtual Conference & Innovation Showcase featuring "Best Practices in Work Zone Safety." In case you missed it, watch this short video about LoTrans 2012. Scheduled for September 18-20 at the nearest desktop or laptop, this premier educational event is aimed primarily at state, county and city transportation officials. Professional development hours will be available. There is no charge to participate. No travel expenses. No time away from the office or family. Just 30+ presentations by national industry leaders and exhibitors with products and services that will help make your agency more efficient. Over the next few months, we'll be introducing you to some of our key speakers and their presentation topics. We start with:

Last week, we introduced you to sessions on "Speed Management in Work Zones" and "Maximizing Local Public Agency Resources for Successful Federal-Aid Projects." This week, we are pleased to announce:

“Toward Zero Deaths—from concept to reality: an overview of efforts from around the world in the U.S.” Kelly Hardy, AASHTO program manager for safety Ms. Hardy serves as liaison to AASHTO’s Standing Committee on Highway Traffic Safety and its subcommittee on Safety Management to support their highway safety efforts. Her past experience as a consultant includes safety engineering projects for the National Cooperative Highway Research Program, Federal Highway Administration, and other clients.

“Tips for Negotiating Successful Contracts with Architects & Engineering Firms” Buck Hinkle, partner, Stites and Harbison, PLLC Mr. Hinkle is an attorney at one of the oldest law firms in the nation, which concentrates exclusively on the construction industry and business litigation, providing services to contractors, design-builders, steel fabricators, construction managers, design professionals, owners, subcontractors, sureties, and vendors in matters ranging from construction claims to contract negotiations and drafting.

Sign up today: www.lotransvirtualconference.org! Contact ARTBA's Lisa McCluskey with any questions.

Update 121 July 2012 Page 12 of 12

Information provided by the National Work Zone Safety Information Clearinghouse, award # DTFH61-06-H-00015, does not necessarily reflect the views of the U.S. Federal Highway Administration, (FHWA) or the American Road & Transportation Builders Association-Transportation Development Foundation. References to specific products and services do not imply endorsement by the Clearinghouse or FHWA.

The National Work Zone Safety Information Clearinghouse 1219 28th Street, NW, Washington, DC 20007 | Phone: 202.289.4434 Fax: 202.289.4435 © 2012 All rights reserved.

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