User:Hoskir/Revision Request 4301

Copy 616.3 Pedestrian and Worker Safety (MUTCD Chapter 6C)

616.3.1 Pedestrian and Worker Safety – General (MUTCD Section 6C.01)

Standard. The various TTC provisions for pedestrian and worker safety set forth in EPG 616 shall be applied by knowledgeable (for example, trained and/or certified) persons after appropriate evaluation and engineering judgment.

616.3.2 Pedestrian Considerations (MUTCD Section 6C.02)

Support. A wide range of pedestrians might be affected by TTC zones, including the young, elderly, and people with disabilities such as hearing, vision, or mobility. Pedestrians need a clearly delineated and usable travel path. Considerations for pedestrians with disabilities are addressed in EPG 616.3.3.

Guidance. Prior to closing a sidewalk or other pedestrian facility, the maintaining agency should advise users of the future closure.

Standard. If the TTC zone affects the movement of pedestrians, adequate pedestrian access and walkways shall be provided.

Option. If establishing or maintaining an alternate pedestrian route is not feasible during the project, an alternate means of providing for pedestrians may be used, such as adding free bus service around the project or assigning someone the responsibility to assist pedestrians with disabilities through the project limits.

If an existing pedestrian route is impacted by a short duration or a short-term stationary work zone that is attended with project personnel, establishing an alternate pedestrian route may not be necessary if the work can be stopped and pedestrians can navigate the work zone. Pedestrians may be delayed for a short period of time for project personnel to move equipment and material to facilitate passage. Work zone personnel may also provide assistance to pedestrians as necessary.

Support. Pedestrians are reluctant to retrace their steps to a prior intersection for a crossing or to add distance or out-of-the-way travel to a destination.

Guidance. The following three items should be considered when planning for pedestrians in TTC zones:

1. Pedestrians should not be led into conflicts with vehicles, equipment, and operations.
2. Pedestrians should not be led into conflicts with vehicles moving through or around the worksite.
3. Pedestrians should be provided with a convenient and accessible path that replicates as nearly as practical the most desirable characteristics of the existing sidewalk(s) or footpath(s).

A pedestrian route should not be severed and/or moved for non-construction activities such as parking for vehicles and equipment.

TTC zones should be designed to minimize conflicts between vehicular and pedestrian movements. Consideration should be made to separate pedestrian movements from both worksite activity and vehicular traffic. Unless an acceptable route that does not involve crossing the roadway can be provided, pedestrians should be appropriately directed with advance signing that encourages them to cross to the opposite side of the roadway. In urban and suburban areas with high vehicular traffic volumes, these signs should be placed at intersections (rather than midblock locations) so that pedestrians are not confronted with midblock worksites that will induce them to attempt skirting the worksite or making a midblock crossing.

Support. TA-28S and TA-29S show typical TTC device usage and techniques for pedestrian movement through work zones.

See EPG 616.28 for additional information regarding pedestrian movement through work zones.

Guidance. To accommodate the needs of pedestrians, including those with disabilities, the following considerations should be addressed when temporary pedestrian pathways in TTC zones are designed or modified:

1. Provisions for continuity of accessible paths for pedestrians should be incorporated into the TTC plan.
2. Access to transit stops should be maintained.
3. A smooth, continuous hard surface should be provided throughout the entire length of the temporary pedestrian facility. There should be no curbs or abrupt changes in grade or terrain that could cause tripping or be a barrier to pedestrians with disabilities. The geometry and alignment of the facility should meet the applicable requirements of the “U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.”
4. The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 inches throughout the entire length of the pedestrian pathway, a 60 x 60-inch passing space should be provided at least every 200 feet to allow individuals in wheelchairs to pass.
5. Blocked routes, alternate crossings, and sign and signal information should be communicated to pedestrians with vision disabilities by providing devices such as audible information devices or barriers and channelizing devices that are detectable to the pedestrians traveling with the aid of a long cane or who have vision disabilities.
6. When channelization is used to delineate a pedestrian pathway, a continuous detectable edging should be provided throughout the length of the facility such that pedestrians using a long cane can follow it. These detectable edgings should comply with the provisions of EPG 616.13.4.
7. Signs and other devices mounted lower than 7 feet above the temporary pedestrian pathway should not project more than 4 inches into accessible pedestrian facilities.

Support. Where pedestrians in TTC zones are routed on temporary pedestrian pathways, providing information in non-visual formats (such as accessible pedestrian signals with audible tones and/or speech messages, and vibrotactile surfaces) aids pedestrians with vision disabilities so they can navigate the temporary pathway. EPG 616.3.3 contains additional information on accessibility considerations in TTC zones. EPG 902.11.1 contains information on accessible pedestrian signals.

Option. Whenever it is feasible, the worksite may be closed off from pedestrian intrusion if doing so is determined to be preferable to channelizing pedestrians along the site with TTC devices.

Guidance. Fencing should not create sight distance restrictions for road users. Fences should not be constructed of materials that would be hazardous if impacted by vehicles. Wooden railing, fencing, and similar systems placed immediately adjacent to motor vehicle traffic should not be used as substitutes for crashworthy temporary traffic barriers.

Ballast for TTC devices should be kept to the minimum amount needed and should be mounted low to prevent penetration of the vehicle windshield.

Movement by work vehicles and equipment across designated pedestrian paths should be minimized and, when necessary, should be controlled by flaggers or other TTC. Staging or stopping of work vehicles or equipment along the side of pedestrian paths should be avoided, since it encourages movement of workers, equipment, and materials across the pedestrian path.

Access to the work space by workers and equipment across pedestrian walkways should be minimized because the access often creates unacceptable changes in grade, and rough or muddy terrain, and pedestrians will tend to avoid these areas by attempting non-intersection crossings where no curb ramps are available.

Option. A canopied walkway may be used to protect pedestrians from falling debris, and to provide a covered passage for pedestrians.

Guidance. Covered walkways should be sturdily constructed and adequately lighted for nighttime use.

When pedestrian and vehicle paths are rerouted to a closer proximity to each other, consideration should be given to separating them by a temporary traffic barrier.

If a temporary traffic barrier is used to shield pedestrians, it should be designed to accommodate site conditions.

Support. Depending on the possible vehicular speed and angle of impact, temporary traffic barriers might deflect upon impact by an errant vehicle. Guidance for locating and designing temporary traffic barriers can be found in Chapter 9 of the “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

Standard. Normal vertical curbing shall not be used as a substitute for temporary traffic barriers when temporary traffic barriers are needed.

Option. Temporary traffic barriers or longitudinal channelizing devices may be used to discourage pedestrians from unauthorized movements into the work space. They may also be used to inhibit conflicts with vehicular traffic by minimizing the possibility of midblock crossings.

Support. A major concern for pedestrians is building construction encroaching onto the contiguous sidewalks, which forces pedestrians off the curb into direct conflict with moving vehicles.

Guidance. If a significant potential exists for vehicle incursions into the pedestrian path, pedestrians should be rerouted or temporary traffic barriers should be installed.

Support. TTC devices, temporary traffic barriers, and wood or chain link fencing with a continuous detectable edging can satisfactorily delineate a pedestrian path.

Guidance. Tape, rope, or plastic chain strung between devices should not be used as a control for pedestrian movements because they are not detectable and are therefore not accessible to and usable by individuals with disabilities.

In general, pedestrian routes should be preserved in urban and commercial suburban areas. Alternative routing should be discouraged.

The highway agency in charge of the TTC zone should regularly inspect the activity area so that effective pedestrian TTC is maintained.

616.3.3 Accessibility Considerations (MUTCD Section 6C.03)

Support. Additional information on the design and construction of accessible temporary facilities is found in the “Guidelines for Accessible Pedestrian Signals (NCHRP Web-Only Document 117B),” 2008 Edition (TRB) and the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

Where pedestrians are detoured to a temporary traffic control signal, an accessible pedestrian signal (see EPG 902.11) provides information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street along the alternate route.

Guidance. Adequate provisions should be made for pedestrians with disabilities. The extent of needs for such provisions should be determined through engineering judgment or by the individual responsible for each TTC zone situation.

Standard. When existing pedestrian facilities are disrupted, closed, or relocated in a TTC zone, the temporary facilities shall be detectable and include accessibility features consistent with the features present in the existing pedestrian facility. A barrier that is detectable by a person with a vision disability traveling with the aid of a long cane shall be placed across the full width of the closed pedestrian facility.

Support. Maintaining a detectable, channelized pedestrian route is much more useful to pedestrians with vision disabilities than closing a walkway and providing audible directions to an alternate route involving additional crossings and a return to the original route. Braille is not useful in conveying such information because it is difficult to find. Audible instructions might be provided, but the extra distance and additional street crossings might add complexity to a trip.

Guidance. Because printed signs and surface delineation are not usable by pedestrians with vision disabilities, blocked routes, alternate crossings, and sign and signal information should be communicated to pedestrians with vision disabilities by providing audible information devices, tactile and/or vibrating surface devices, and barriers and channelizing devices that are detectable to pedestrians traveling with the aid of a long cane or who have vision disabilities.

Support. The most desirable way to provide information to pedestrians with vision disabilities that is equivalent to visual signing for notification of sidewalk closures is a speech message provided by an audible information device. Devices that provide speech messages in response to passive pedestrian actuation are the most desirable. Other devices that continuously emit a message, or that emit a message in response to use of a pushbutton, are also acceptable. Audible information devices might not be needed if detectable channelizing devices make an alternate route of travel evident to pedestrians with vision disabilities.

Guidance. If a pushbutton is used to provide equivalent TTC information to pedestrians with vision disabilities, the pushbutton should be equipped with a locator tone to notify pedestrians with vision disabilities that a special accommodation is available, and to help them locate the pushbutton.

616.3.4 Worker Safety Considerations (MUTCD Section 6C.04)

Support. Equally as important as the safety of road users traveling through the TTC zone is the safety of workers. TTC zones present temporary and constantly changing conditions that are unexpected by road users. This creates an even higher degree of vulnerability for workers on or near the roadway.

Maintaining TTC zones with road user flow inhibited as little as possible, and using TTC devices that get the road users’ attention and provide positive direction are of particular importance. Likewise, equipment and vehicles moving within the activity area create a risk to workers on foot. When possible, the separation of moving equipment and construction vehicles from workers on foot provides the operators of these vehicles with a greater separation clearance and improved sight lines to minimize exposure to the hazards of moving vehicles and equipment.

Guidance. The following are the key elements of worker safety and TTC management that should be considered to improve worker safety:

1. Training—all workers should be trained on how to work next to motor vehicle traffic in ways that minimize their vulnerability. Workers having specific TTC responsibilities should be trained in TTC techniques, device usage, and placement.
2. Temporary Traffic Barriers—temporary traffic barriers should be placed along the work space depending on factors such as lateral clearance of workers from adjacent traffic, speed of traffic, duration and type of operations, time of day, and volume of traffic. See EPG 616.13 Other Temporary Traffic Control Zone Design Features and Safety Devices (MUTCD Chapter 6M) for additional information about temporary traffic barriers.
3. Speed Management—reducing the speed of vehicular traffic, mainly through regulatory speed zoning, funneling, lane reduction, and/or the use of speed safety cameras, uniformed law enforcement officers or flaggers should be considered. See EPG 616.22 for additional information about Law Enforcement Services for work zones.
4. Activity Area—operations entering and departing the work space, and within the work space, should be planned to minimize backing maneuvers by construction vehicles and equipment to minimize the risk of run-over and back-over crashes.
5. Worker Safety Planning—a trained person designated by the employer should conduct a basic hazard assessment for the worksite and job classifications required in the activity area. This safety professional should determine whether engineering, administrative, or personal protection measures should be implemented. This plan should be in accordance with the Occupational Safety and Health Act of 1970, as amended, “General Duty Clause” Section 5(a)(1) - Public Law 91-596, 84 Stat. 1590, December 29, 1970, as amended, and with the requirement to assess worker risk exposures for each job site and job classification, as per 29 CFR 1926.20 (b)(2) of “Occupational Safety and Health Administration Regulations, General Safety and Health Provisions.”
6. Safety Apparel (see EPG 616.3.5).

Option. The following are additional elements of TTC management that may be considered to improve worker safety:

1. Shadow Vehicle—in the case of mobile and constantly moving operations, such as pothole patching and striping operations, a shadow vehicle, equipped with appropriate lights and warning signs, may be used to protect the workers from impacts by errant vehicles. The shadow vehicle may be equipped with a rear-mounted impact attenuator. For additional information see EPG 612 Impact Attenuators and EPG 616.13 Other Temporary Traffic Control Zone Design Features and Safety Devices (MUTCD Chapter 6M).
2. Road Closure—if alternate routes are available to handle road users, the road may be closed temporarily to facilitate project completion and thus further reduce worker vulnerability.
3. Law Enforcement Use—in highly vulnerable work situations, particularly those of relatively short-duration, law enforcement units may be stationed to heighten the awareness of passing vehicular traffic and to improve safety through the TTC zone.
4. Lighting—for nighttime work, the TTC zone and approaches may be lighted.
5. Special Devices—these include rumble strips, changeable message signs, hazard identification beacons, and flags. Intrusion warning devices may be used to alert workers to the approach of errant vehicles.

Support. Judicious use of the special devices described in Item E in the preceding paragraph might be helpful for certain difficult TTC situations, but misuse or overuse of special devices or techniques might lessen their effectiveness.

616.3.5 High-Visibility Safety Apparel (MUTCD Section 6C.05)

Support. MoDOT has unique requirements for safety apparel that exceed MUTCD criteria. MoDOT requirements are included in this article. A graphical representation of personal protective equipment is available.

Standard. For daytime activity, all workers, including emergency responders, within the right-of-way who are within the TTC zone shall wear high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Safety Apparel and Headwear,” or equivalent revisions, except as provided in the first Option paragraph below. For daytime activity, all workers shall wear a hard hat, safety glasses, a Performance Class 3 top or a Performance Class 2 top, and safety footwear. A person designated by the employer to be responsible for worker safety shall make the selection of the appropriate class of garment.

For nighttime activity, all workers, including emergency responders, within the right-of-way who are within the TTC zone shall wear high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Safety Apparel and Headwear,” or equivalent revisions, except as provided in the first Option paragraph below. For nighttime activity, all workers shall wear a hard hat, safety glasses, a Performance Class 3 top OR a Performance Class 2 top and a Class E bottom, and safety footwear. A person designated by the employer to be responsible for worker safety shall make the selection of the appropriate class of garment.

MoDOT employees shall wear personal protective equipment (PPE) appropriate for each hazard. The department will provide required protective equipment for use by the employees. Supervisors shall control the issuance and replacement of this equipment. When PPE is furnished to the employee, it is the responsibility of the employee to use and maintain it as specified by MoDOT and the manufacturer.

The apparel background (outer) material color shall be fluorescent orange-red, fluorescent yellow-green, or a combination of the two as defined in the ANSI standard. The retroreflective material shall be orange, yellow, white, silver, yellow-green, or a fluorescent version of these colors.

When uniformed law enforcement personnel are used to direct traffic, to investigate crashes, or to handle lane closures, obstructed roadways, and disasters, high-visibility safety apparel as described in this article shall be worn by the law enforcement personnel.

Option. Emergency and incident responders and law enforcement personnel within the TTC zone may wear high-visibility safety apparel that meets the performance requirements of the ANSI/ISEA 207-2006 publication entitled “American National Standard for High-Visibility Public Safety Vests,” or equivalent revisions, and labeled as ANSI 207-2006, in lieu of ANSI/ISEA 107-2015 apparel.

Standard. Except as provided in the Option paragraph below, firefighters or other emergency responders working within the right-of-way shall wear high-visibility safety apparel as described in this article.

Option. Firefighters or other emergency responders working within the right-of-way and engaged in emergency operations that directly expose them to flame, fire, heat, and/or hazardous materials may wear retroreflective turn-out gear that is specified and regulated by other organizations, such as the National Fire Protection Association.

Standard. For flagger wear during nighttime activity, high-visibility safety apparel that meets the Performance Class 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Apparel and Headwear,” or equivalent revision, and labeled as meeting the ANSI 107-2015 standard performance for Class 3 risk exposure shall be worn.

For nighttime activity, all flaggers shall also wear a high visibility/reflective hard hat, safety glasses, a Performance Class 3 top, and a Class E bottom or a Performance Class 2 top and a Class E bottom, and safety footwear. Hard hats other than high-visibility/reflective orange or green hard hat shall be covered with a high visibility orange or green covering.

For flagger wear during daytime activity, high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Apparel and Headwear,” or equivalent revision, and labeled as meeting the ANSI 107-2015 standard performance for Class 3 risk exposure shall be worn. For daytime activity, all flaggers shall also wear a high-visibility hard hat, safety glasses, a Performance Class 3 top or a Performance Class 2 top, and safety footwear. Hard hats shall be high-visibility/reflective.

Copy 616.13 Other Temporary Traffic Control Zone Design Features and Safety Devices (MUTCD Chapter 6M)

616.13.1 General (MUTCD Section 6M.01)

Support. Although certain devices and design features, such as lighting, barriers, dividers, crash cushions, and screens, are sometimes used in TTC zones to supplement traffic control devices or enhance traffic operations or safety for road users, they are not considered to be traffic control devices. The following Sections describe the most commonly used devices and design features. EPG 911 (MUTCD Section 1D.04) contains additional information about these devices and design features.

616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02)

Support. Temporary traffic barriers, including portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants, and to protect workers, bicyclists, and pedestrians.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

Additional information for temporary traffic barriers is located in EPG 617, Specifications Section 617, Standard Plan 617.20, and Standard Plan 619.10.

Standard. At a minimum, agencies shall use positive protection devices in work zones with high anticipated operating speeds that provide workers no means of escape from motorized traffic intruding into the workspace unless an engineering study determines otherwise. An engineering study shall include analysis based on the Work Zone Positive Protection Analysis Worksheet and follow definition under EPG 911 in the Definitions of Words and Phrases Used in this Manual (MUTCD Section 1C.02).

Positive protection devices shall be considered in other situations that place workers at increased risk from motorized traffic, and where positive protection devices offer the highest potential for increased safety for workers and road users.

Considerations for positive protection shall include, but are not limited to, the following circumstances:

1. Work zones on roadways that provide workers no means of escape. In the context of this article, “no means of escape” refers to situations where workers are unable to get out of the path of moving motorized traffic, for example, when working inside tunnels or on bridges where there’s no alternate route or safe exit from passing vehicles;
2. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
3. Projects with work zone operating speed limits of greater than 45 mph, especially when combined with high traffic volumes;
4. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
5. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:

1. Roadway excavation edge drop-offs (refer to Standard Plan 619.10), and
2. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

When analyzing the use of positive protection and temporary traffic barrier, use the [Work Zone Positive Protection Analysis Worksheet].

Guidance. Temporary traffic barrier should be considered for long-term bridge repair work.

Support. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on Standard Plan 617.20 and stated in Specifications Section 617. Delineators pay items are used only to retrofit existing permanent concrete traffic barrier.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

Option. Temporary traffic barriers may be used to separate two-way vehicular traffic.

Standard. Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy (see definition in EPG 911 (MUTCD Section 1C.02)).

Short intermittent segments of temporary traffic barrier shall not be used because they nullify the containment and redirective capabilities of the temporary traffic barrier, increase the potential for serious injury both to vehicle occupants and pedestrians, and encourage the presence of blunt leading ends. Adjacent temporary traffic barrier segments shall be properly connected in order to provide the overall strength required for the temporary traffic barrier to perform properly.

Guidance. Appropriate channelizing devices and pavement marking should always be used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance should be provided between the edge of the driving lane and the barrier. A longitudinal buffer area should be provided between the channelizer taper and the barrier taper.

Support. Temporary traffic barrier includes portable concrete, portable steel, or movable barrier which can all be moved laterally and/or longitudinally when needed and/or from site to site. More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO and EPG 617.1.

616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)

Standard. Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

Option. A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

Guidance. Temporary raised islands should have the basic dimensions of 4 inches high by at least 12 inches wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

Standard. At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60-inch wide passageway for the crossing pedestrian.

616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)

Support. Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with vision disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

Guidance. A continuously-detectable edging should be provided throughout the length of a temporary pedestrian facility such that it can be followed by pedestrians using long canes for guidance. This edging should extend at least 8 inches above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2 inches above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

Support. Examples of detectable edging for pedestrians include:

1. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
2. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
3. Sections of lumber interconnected and fixed in place to form a continuous edge.
4. Formed-in-place asphalt or concrete curb.
5. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
6. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
7. Chain link or other fencing equipped with a continuous bottom rail.

Guidance. Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

616.13.5 Crash Cushions (MUTCD Section 6M.05)

Support. Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, shadow vehicles, and other obstacles. Specific information on the use of crash cushions can be found in “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

See EPG 617.1 and EPG 612.1.

Standard. Crash cushions shall be crashworthy (see definition in EPG 911 (MUTCD Section 1C.02)). They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

Support. Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects, and other obstacles.

Standard. Stationary crash cushions shall be designed for the specific application intended.

An approved crash cushion shall be installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion shall be installed on the upstream end for divided facilities, and on both ends for all two-way facilities.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of shadow trucks and shall be used in accordance with the manufacturer’s specifications. If used, the shadow vehicle with the attenuator shall be located in advance of the work area, workers, or equipment to reduce the severity of rear-end crashes from errant vehicles.

Support. See EPG 612 for the use of protective vehicle and truck/trailer-mounted attenuators.

Trucks or trailers are often used as shadow vehicles to protect workers or work equipment from errant vehicles. These shadow vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating, or strobe lights and are located properly in advance of the workers and/or equipment that they are protecting. However, these shadow vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck-mounted attenuators.

Guidance. The shadow truck should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the shadow truck and strike the protected workers and/or equipment.

Support. Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

616.13.6 Temporary Transverse Rumble Strips (MUTCD Section 6M.06)

Support. Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

Temporary rumble strips (see JSP-13-04) are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

Standard. If the color of a transverse rumble strip used within a travel lane is not the color of the pavement, the color of the rumble strip shall be orange.

When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with Figure 616.13.6.1 on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

616.13.6.1 Temporary Rumble Strips for Work Zones

Standard. Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted.

Guidance. If the project is a long-term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

Support. When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in JSP-13-04.

616.13.6.2 Placement of Temporary Rumble Strips for Work Zones

Support. Generally, temporary rumble strips are placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

Standard. Temporary rumble strips shall be placed perpendicular to traffic.

Guidance. The following information is applicable to temporary long-term rumble strips, except where noted.

1. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
2. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
3. Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
4. Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
5. Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips should be considered if constant maintenance is required.
6. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.
Standard. Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.



Figure 616.13.6.1 Temporary Rumble Strip Placement



Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals



Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway

616.13.7 Screens (MUTCD Section 6M.07)

Support. Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

See EPG 617.1 for additional information.

Guidance. Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

Option. Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

Guidance. Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

616.13.8 Lighting for Night Work (MUTCD Section 6M.08)

Support. Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see EPG 616.14.18).

Guidance. When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night, and periodically. Lighting should be sufficient so as to give road users the capability to identify a worker as a person. Care should be taken to minimize the potential for shadows to conceal workers within the work area.

Support. Desired work area illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot candles.

Option. Typical work area lighting installations may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting.

Support. Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

Option. Temporary fixed lighting may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, temporary signals, islands temporary bypasses, and crossovers. Temporary fixed lighting may also be considered for areas of potential conflict, such as temporary ramps, intersections, and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night.

Guidance. When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting should be considered in lieu of work zone lighting.

Standard. If temporary fixed lighting is used, it shall be designed and shown in the plans.

Support. Refer to Specifications Section 901 for roadway lighting requirements and EPG 901 for lighting design.

Standard. Except in emergency situations, flagger stations shall be illuminated at night.

616.13.8.1 Fleet Lighting

Support. Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

Standard. Except as provided in the following paragraph, all work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone.

Option. Vehicles and pieces of equipment may operate without warning lights activated if the vehicles and equipment are located within a workspace delineated by channelizers or protected by a temporary traffic barrier. For this situation, activation of the lights is not required.

Support. For Maintenance lighting requirements, see EPG 616.31. For construction projects see EPG 616.23.