1、AmericAn nAtionAl StAndArdANSI/ASSE A10.47 2015Work Zone Safety for Highway ConstructionAmerican National Standard for Construction and Demolition OperationsAmericAn Society of SAfety engineerS4Casselogo-1200dpi_vector-1c-outline.pdf 1 1/20/2012 1:31:55 PMANSI/ASSE A10.47 2015ANSI/ASSE A10.47 2015Th
2、e information and materials contained in this publication have been developed from sources believed to be reliable. However, the American Society of Safety Engineers (ASSE) as secretariat of the ANSI accredited A10 Committee or individual committee members accept no legal responsibility for the corr
3、ectness or completeness of this material or its application to specific factual situations. By publication of this standard, ASSE or the A10 Committee does not ensure that adherence to these recommendations will protect the safety or health of any persons, or preserve property. ANSI ANSI/ASSE A10.47
4、 2015 American National Standard Construction and Demolition Operations Work Zone Safety for Highway Construction Secretariat American Society of Safety Engineers 520 North Northwest Highway Park Ridge, Illinois 60068 Approved April 23, 2015 American National Standards Institute, Inc. Approval of an
5、 American National Standard requires verification by ANSI that the requirements for due process, consensus and other criteria for approval have been met by the standards developer. Consensus is established when, in the judgment of the ANSI Board of Standards Review, substantial agreement has been re
6、ached by directly and materially affected interests. Substantial agreement means much more than a simple majority, but not necessarily unanimity. Consensus requires that all views and objections be considered and that a concerted effort be made toward their resolution. The use of American National S
7、tandards is completely voluntary; their existence does not in any respect preclude anyone, whether he/she has approved the standards or not, from manufacturing, marketing, purchasing or using products, processes or procedures not conforming to the standards. The American National Standards Institute
8、 does not develop standards and will in no circumstance give an interpretation of any American National Standard. Moreover, no person shall have the right or authority to issue an interpretation of an American National Standard in the name of the American National Standards Institute. Requests for i
9、nterpretation should be addressed to the secretariat or sponsor whose name appears on the title page of this standard. Caution Notice: This American National Standard may be revised or withdrawn at any time. The procedures of the American National Standards Institute require that action be taken per
10、iodically to reaffirm, revise or withdraw this standard. Purchasers of American National Standards may receive current information on all standards by calling or writing the American National Standards Institute. Published June 2015 by American Society of Safety Engineers 520 North Northwest Highway
11、 Park Ridge, Illinois 60068 (847) 699-2929 www.asse.org Copyright 2015 by American Society of Safety Engineers All Rights Reserved. No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher. Printe
12、d in the United States of America American National Standard Foreword (This Foreword is not a part of American National Standard A10.47-2015.) This standard is one of a series of safety standards that have been formulated by the Accredited Standards Committee on Safety in Construction and Demolition
13、 Operations, A10. It is expected that the standards in the A10 series will find a major application in industry, serving as a guide to contractors, labor, and equipment manufacturers. For the convenience of users, a list of existing and proposed standards in the A10 series for Safety Requirements in
14、 Construction and Demolition Operations follows. A10.1 Pre-Project 2. Ramp closures; 3. Full or partial detours or diversions; 4. Median crossovers; AMERICAN NATIONAL STANDARD A10.47 2015 16 5. Protection of work zone setup and removal operations using rolling road blocks; 6. Performing work at nigh
15、t or during off-peak periods when traffic volumes are lower; and 7. Alternative construction tech-niques (e.g., precast concrete systems, self-propelled modular transports, accelerated bridge con-struction, hot in-place asphalt recycling, etc.). 4.2 Transportation Management Plan (TMP). A plan shall
16、 be prepared for all TTC zones. The plan should address both transportation operations and public infor-mation components. For complex TTC zones, such as those carrying high speed and high volume traffic, a TMP should be prepared, consistent with the requirements of Subpart J of the MUTCD. These pla
17、ns can be developed by the authority in charge (e.g., the state DOT or other highway owner agency) or can be locally developed by the employer. 4.3 Communicating Plans. Contrac-tors shall inform the authority in charge of the project, the methods and means that will be used to accomplish the work (e
18、.g., road closures, detours, traffic stoppage, hours of work, etc.) prior to the start of work and when project changes are needed. This will provide the authority in charge with the information needed to communicate to other contractors, the media, the public, etc. on work that will affect traffic.
19、 4.4 Positive Protection Measures. Positive protection measures shall be considered when any of the following exist: 1. Work zones that provide employees no means of escape (e.g., tunnels, bridges, etc.) from external motorized traffic intruding into the work space. 2. Long duration work zones (e.g.
20、, two weeks or more) resulting in substantial employee exposure to motorized traffic. 3. Projects with high anticipated operating speeds (e.g., 45 mph, 72 km/h) especially when com-bined with high traffic volumes ( 20,000 vehicles per day). 4. Work operations that place employees within one lane-wid
21、th to travel lanes open to traffic. 5. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer. NOTE: There might be other circumstances not listed that merit the use of positive protection. 4.5 Set Up and Removal of Traffic Control Devices. 4.5.
22、1 Traffic control devices shall be set up and removed by properly trained employee(s) under the supervision of the traffic control supervisor. 4.5.2 Where feasible, traffic control devices should be set up or removed using automatic devices or from protected areas of a vehicle. 4.5.3 Traffic control
23、 devices should be set up starting upstream from the road taper and removed starting on the downstream end. 4.5.4 Employees placing traffic cones, barrels and other channeling devices onto the roadway from the back or side of a moving vehicle shall be protected by perimeter protection or a fall rest
24、raint system. The personal fall restraint system shall be set up so that an employee cannot fall off the vehicle or strike the pavement. AMERICAN NATIONAL STANDARD A10.47 2015 17 4.5.5 During the set up and removal of traffic control devices, when there is a danger of traffic flow, other protective
25、measures shall be considered, such as assigning a vehicle with a truck-mounted sign and a truck-mounted attenuator to trail the work vehicle or fixed location change-able message signs in advance of and at the location of the work. 4.6 Inspections of Traffic Control Set Up. Daily inspections of the
26、work zone shall be performed and documented by a qualified person who is trained in traffic control. 4.6.1 Inspections shall be conducted at least daily while traffic control devices are in place when work is active, employees are present and/or significant disruptions to normal traffic are present.
27、 Nighttime inspections shall be performed when traffic control devices are left in service during nighttime hours. 4.6.2 More frequent inspections may be performed and documented due to conditions such as: 1. Heavy traffic. 2. High frequency of damage to temporary traffic control devices. 3. Poor vi
28、sibility. 4. Inclement weather. 5. Operations at night. 6. After a vehicle intrusion into the work space. 7. Mobile or moving operations such as striping, pothole patching, etc. 8. After other unanticipated occurrences. 4.6.3 Inspections shall be performed on weekends and other days when work is not
29、 active, based on traffic levels, project conditions and the type of temporary traffic control devices in use. Inspections shall also be made immediately after weather events such as tornadoes, hurricanes, storms with heavy rains and heavy winds. 4.6.4 Defects identified during inspec-tions shall be
30、 corrected before the end of the shift, or for off-hours inspections no longer than two hours after the condition is identified. 4.7 Removal of Traffic Control Devices When Work is Inactive. All temporary traffic control devices shall be removed as soon as practical when these devices are no longer
31、needed. When work is suspended for short periods of time, temporary traffic control devices that are no longer appropriate shall be removed or covered. Removal should be done in accordance with 4.5.3. 4.8 Speed Reductions/Management. When conditions indicate the need to limit the speed of traffic in
32、 a work zone, one or more of the following methods should be used: 1. Reduced work zone speed limits. 2. Advisory speed panels. 3. Conspicuous law enforce-ment. 4. Signs stating that fines are increased for traffic violations. 5. Photo enforcement. 6. Speed display trailers. 7. Portable / changeable
33、 mes-sage signs. AMERICAN NATIONAL STANDARD A10.47 2015 18 8. The use of pilot vehicles through one-lane operations. (Pilot vehicles are vehicles that lead other vehicles through a work zone in order to control speed and flow of traffic). NOTE: Radio announcements and radar drones should be consider
34、ed for use in addition to one or more of the methods listed. 4.9 Other Traffic Control Measures. Other traffic control measures should be given appropriate consideration for use in work zones to reduce work zone crashes and risks and consequences of motorized traffic intrusion into the work space. T
35、hese measures, which are not mutually exclusive and should be considered in combination as appropriate, include a wide range of other traffic control measures such as: 1. Effective, credible signing; 2. Changeable message signs; 3. Arrow panels; 4. Warning flags and lights on signs; 5. Longitudinal
36、and lateral buf-fer space; 6. Trained flaggers and spot-ters; 7. Enhanced flagger station set-ups; 8. Intrusion alarms; 9. Rumble strips; 10. Pace or pilot vehicle; 11. High quality work zone pave-ment markings and removal of misleading markings; 12. Channelizing device spacing reduction; 13. Longit
37、udinal channelizing bar- ricades; 14. Work zone speed manage-ment (including changes to the regulatory speed and/or variable speed limits); 15. Law enforcement; 16. Automated speed enforce-ment (where permitted by state/ local laws); 17. Drone radar; 18. Worker and work vehicle/ equipment visibility
38、; 19. Worker training; 20. Public information and trav-eler information; and 21. Temporary traffic signals. 4.9.1 Uniformed Law Enforcement Officers. A number of conditions may indi-cate the need for or benefit from uniformed law enforcement in work zones. 4.9.1.1 Law enforcement shall not be used a
39、s a substitute for temporary traffic control devices. Exception: In emergencies, natural disas-ters or other unplanned events, trained law enforcement agencies shall follow their local authority procedures under the incident command system for traffic control. 4.9.1.2 Trained law enforcement person-
40、nel may be used in conjunction with temporary traffic control devices. 4.9.1.3 In general, the need for law enforcement is greatest on projects with high traffic speeds and volumes, and where AMERICAN NATIONAL STANDARD A10.47 2015 19 the work zone is expected to result in substantial disruption to o
41、r changes in normal traffic flow patterns. Specific project conditions should be examined to determine the need for or potential benefit of law enforcement, such as the following: 1. Frequent worker presence adjacent to high-speed traffic with-out positive protection devices; 2. Traffic control setu
42、p or re-moval that presents significant risks to workers and road users; 3. Complex or very short term changes in traffic patterns with significant potential for road user confusion or worker risk from traffic exposure; 4. Night work operations that create substantial traffic safety risks for worker
43、s and road users; 5. Existing traffic conditions and crash histories that indicate a potential for substantial safety and congestion impacts related to the work zone activity, and that may be mitigated by improved driver behavior and awareness of the work zone; 6. Work zone operations that require b
44、rief stoppage of all traffic in one or both directions; 7. High-speed roadways where unexpected or sudden traffic queu-ing is anticipated, especially if the queue forms a considerable dis-tance in advance of the work zone or immediately adjacent to the work space; and 8. Other work site conditions w
45、here traffic presents a high risk for workers and road users, such that the risk may be reduced by improving road user behavior and awareness. 4.10 Construction Vehicles. Construc-tion vehicles shall be equipped with appropriate warning lights and/or high-conspicuity devices to differentiate them fr
46、om the motoring public. 4.10.1 Signs on the back of construction equipment that may be entering the work zone shall be used to warn roadway users: 1. Not to follow the direction of this vehicle; and 2. Of slow speeds per the local highway speed regulations for slow, slowing or stopped vehicles. 4.11
47、 Cranes and Aerial Lifts. If work involves crane operations or an aerial lift bucket or arm extending over an open traffic lane or shoulder, the area below the cranes boom, bucket or arm shall be closed to traffic and properly barricaded to protect workers. 5. FLAGGER SAFETY 5.1 Use of Flaggers. Fla
48、ggers should be used only when other means of slowing and directing traffic; road closure; assigning right-of-way at intersections; directing alter-nating one-way traffic; signaling vehicles in and out of the work space; etc. are infeasible. When flaggers are used, a TCP for flaggers and all road us
49、ers shall be implemented. 5.2 Positioning. Flaggers shall be positioned in the safest possible location to avoid being struck by traffic while ensuring that they are fully visible to approaching traffic. The flagger shall face traffic. The flagger should stand either on the shoulder adjacent to vehicle(s) being controlled or in the closed lane prior to stopping a vehicle. A flagger should stand in an open traffic lane(s) only after vehicle(s) have stopped. AMERICAN NATIONAL STANDARD A10.47 2015 20 5.2.1 When a single flagger is used, the flagger should be stationed
