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Created page with " <big>'''Copy 616.3 Pedestrian and Worker Safety (MUTCD Chapter 6C)'''</big> <div style="float: right; margin-top: 5px; margin-left: 15px; margin-bottom: 15px; width: 450px;">__TOC__</div> =={{SpanID|616.3.1}}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..." |
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'''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. | '''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: | |||
<ol type="A"> | <ol type="A"> | ||
<li> | <li>Pedestrians should not be led into conflicts with vehicles, equipment, and operations.</li> | ||
<li> | <li>Pedestrians should not be led into conflicts with vehicles moving through or around the worksite.</li> | ||
<li> | <li>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).</li> | ||
</ol> | </ol> | ||
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.''' [[616.16_Typical_Applications_(MUTCD_Chapter_6P)#616.16.3|TA-28S and TA-29S]] show typical TTC device usage and techniques for pedestrian movement through work zones. | |||
See EPG [[616.28 Traffic Control for Non-Motorized Traffic|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: | |||
<ol type="A"> | <ol type="A"> | ||
<li> | <li>Provisions for continuity of accessible paths for pedestrians should be incorporated into the TTC plan.</li> | ||
<li> | <li>Access to transit stops should be maintained.</li> | ||
<li>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.”</li> | |||
<li>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.</li> | |||
<li>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.</li> | |||
<li>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 [[616.13_Other_Temporary_Traffic_Control_Zone_Design_Features_and_Safety_Devices_(MUTCD_Chapter_6M)#616.13.4|EPG 616.13.4]].</li> | |||
<li>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.</li> | |||
</ol> | </ol> | ||
'''Guidance.''' | '''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. [[616.3_Pedestrian_and_Worker_Safety_(MUTCD_Chapter_6C)#616.3.3_Accessibility_Considerations_(MUTCD_Section_6C.03)|EPG 616.3.3]] contains additional information on accessibility considerations in TTC zones. [[902.11 Accessible Pedestrian Signals and Detectors (MUTCD Chapter 4K)#902.11.1|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.''' | '''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. | |||
=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)== | =={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)== | ||
Revision as of 15:58, 12 November 2026
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:
- Pedestrians should not be led into conflicts with vehicles, equipment, and operations.
- Pedestrians should not be led into conflicts with vehicles moving through or around the worksite.
- 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:
- Provisions for continuity of accessible paths for pedestrians should be incorporated into the TTC plan.
- Access to transit stops should be maintained.
- 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.”
- 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.
- 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.
- 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.
- 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.
616.13.3 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:
- A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
- B. 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.
- C. Sections of lumber interconnected and fixed in place to form a continuous edge.
- D. Formed-in-place asphalt or concrete curb.
- E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
- F. 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.
- G. 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.
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-13-04C) 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-13-04C.
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.
- A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
- B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
- C. 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.
- D. 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.
- E. 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.
- F. 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.
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.