may/june 2015 tb

May-June 2015 TransportationBuilder 1

builder® May-June 2015www.transportationbuilder.org

ANNUAL SAFETY ISSUE

MAYJUNE 2015VOL. 27, NO. 3contents

The official publication of the American Road & Transportation Builders Association

www.transportationbuilder.org

COLUMNSChairman’s Message

President’s Desk

AEM Corner

Legislative & Regulatory Issues

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8

37

41

TransportationBuilder 3

ON THE COVER

FEATURES

The Costs of Sound Safety Performance

Meet ARTBA’s Master Safety Trainers

Is “Sort of Compliant” Good Enough for Your Safety Equipment?

ARTBA Member Helping to Solve “Suicide Alley” Safety Concerns

National Network of Technical Assistance Programs Bolster Local Road Safety Efforts

Improving Work Zone Safety: Top 10 Things You Need to Know

The 2015-16 Highway Worker Memorial Scholarship Class

State & Local Transportation Initiatives Focus of July 15 Workshop

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A-1

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24

34

38

26

On the cover: Huey P. Long Bridge in Jefferson Parish, Louisiana. Photo courtesy of Louisiana DOT.

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Insert: The Industry’s Most Comprehensive Safety Program

May-June 2015

May-June 20154 TransportationBuilder

StaffPUBLISHERT. Peter [email protected]

DEPUTY PUBLISHER Matt [email protected]

EDITORIAL DIRECTOR Mark [email protected]

PUBLICATIONS EDITOR & GRAPHIC DESIGNERJenny [email protected]

CONTRIBUTING WRITERS

Tim J. Gardner3M Personal Safety Division manager of regulatory affairs, body protection services

Nick Goldstein

ARTBA vice president of environmental & regulatory affairs

Mark Holan

ARTBA editorial director

Kelly Kramer, CECD, HEMRETTEW safety consultant

Janet LeliNew Jersey Local Technical Assistance Program at Rutgers, the State University of New Jersey director

Brad SantARTBA senior vice president of safety & education

Transportation Builder® (TB) is the official publication of the American Road & Transportation Builders Association, a federation whose primary goal is to aggressively grow and protect transportation infrastructure investment to meet the public and business demand for safe and efficient travel. In support of this mission, ARTBA also provides programs and services designed to give its members a global competitive edge. As the only national publication specifically geared toward transportation development professionals, TB represents the primary source of business, legislative and regulatory news critical to the success and future of the transportation construction industry.

Transportation Builder® (ISSN 1043-4054) is published bi-monthly by the American Road & Transportation Builders Association (ARTBA). Postmaster: Send change of address to Transportation Builder®, c/o ARTBA, The ARTBA Building, 1219 28th Street, N.W., Washington, D.C. 20007. Phone: 202-289-4434, Fax: 202-289-4435, www.artba.org; [email protected]. Periodicals postage paid at Washington, D.C., and additional mailing offices. Subscriptions are $105/year for ARTBA members, which is included in the dues; $120/year for non-members; and $200/year non-U.S. mailing addresses. Copyright ©2015 ARTBA. All rights reserved. Material may not be reproduced in any form without written permission from the publisher. Reg. U.S. Patent & Trademark Office.

Visit us: www.transportationbuilder.org

builder®

Executive CommitteeChairman: Nick Ivanoff Ammann & Whitney, New York, N.Y.

Senior Vice Chairman: David S. ZachryZachry Construction Corporation, San Antonio, Texas

First Vice Chairman: Robert E. AlgerThe Lane Construction Corporation, Cheshire, Conn.

Northeastern Region Vice Chairman: Dave GehrParsons Brinckerhoff, Herndon, Va.

Southern Region Vice Chairman: Tom ElmoreEutaw Construction Company, Aberdeen, Miss.

Central Region Vice Chairman: Kathi HolstRoadway Construction & Maintenance Services, Warrenville, Ill.

Western Region Vice Chairman: Steve McGoughHCSS, Sugar Land, Texas

Vice Chairman At-Large: Ward NyeMartin Marietta Materials, Inc., Raleigh, N.C.

Vice Chairman At-Large: Scott L. CasselsKiewit Infrastructure Group, Inc., Kiewit Corporation, Omaha, Neb.

Vice Chairman At-Large: Melissa TooleySouthwest Region University Transportation Center, Texas A&M

Transportation Institute, College Station, Texas

Vice Chairman At-Large: John R. KulkaHRI, Inc., State College, Pa.

Vice Chairman At-Large: Mike DonninoGranite Construction Company, Lewisville, Texas

Vice Chairman At-Large: Paul Acito3M Traffic Safety & Security Division, St. Paul, Minn.

Treasurer: Tom HillSummit Materials, LLC, Denver, Colo.

Secretary: Pete RuaneARTBA, Washington, D.C.

ARTBA-TDF Board of Trustees Chairman: Leo Vecellio, Jr.Vecellio Group, Inc., West Palm Beach, Fla.

ARTBA-TDF Board of Trustees Vice Chairman: Paul YarossiHNTB, New York, N.Y.

Contractors Division President: Jeff ClydeW.W. Clyde & Co., Springville, Utah

Contractors Division First Vice President: Tim DuitTTK Construction, Edmond, Okla.

Research & Education Division President: Lily ElefterladouUniversity of Florida, Gainesville, Fla.

AEM Representative: Ron DeFeoTEREX Corporation, Westport, Conn.

Materials & Services Division President: Randy LakeOldcastle Materials, Inc., Atlanta, Ga.

Planning & Design Division President: Tim FaerberHNTB Corporation, Chicago, Ill.

Public-Private Partnerships Division President: Matt GirardPlenary Concessions, Denver, Co.

Traffic Safety Industry Division President: Sue ReissImpact Recovery Systems, San Antonio, Texas

Transportation Officials Division President: Paul GrunerMontgomery County Engineers’s Office, Dayton, Ohio

Council of State Executives: Mike PepperMississippi Road Builders Association, Jackson, Miss.

Immediate Past ARTBA Chairman: Doug BlackJohn Deere Landscapes, Alpharetta, Ga.

Past Chairman’s Council Chairman: Jim MadaraGannett Fleming, Allentown, Pa.

Young Executive Leadership Council Chairman: Ponch FrankRanger Construction Industries, West Palm Beach, Fla.

Joint Committee Representative: Matt CummingsAECOM, Philadelphia, Pa.

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editor’s note

Mark Holan

Editorial Director

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I want to take a moment to introduce myself as ARTBA’s new editorial director. I’m pleased to join my colleague Jenny Ragone, ARTBA Senior Vice President of Safety & Education Brad Sant, and the rest of the ARTBA staff in bringing you this issue of Transportation Builder (TB). Our annual “safety source” is packed with timely and important information, this year including a special 20-page insert that details the many ARTBA programs, along with the partnerships of industry allies and the federal government, that are aimed at protecting workers, the public and your businesses’ assets.

Most of my career has been spent as a newspaper journalist. In that role I reported on roadway projects, including construction of the Suncoast Parkway and Reversible Express Lanes, plus major port and airport infrastructure work, in metropolitan Tampa. I also covered two public transit referendums in that community. As much as transportation construction contributes to the economy and our quality of life, I know that it usually takes a battle to secure the necessary funding.

Beyond keeping you informed on the federal legislative, regulatory, economic and legal issues that impact your business, I want to fill TB with as many compelling and relevant articles as possible in the coming months. They are interesting to report and write, but more importantly, can be a great source of information to help ARTBA members grow their market share. And that’s where we can help each other.

Please feel free to reach out with story ideas or submissions. Got a line on the latest construction techniques, equipment and materials? Send me an email. Want to suggest profiling a specific transportation project or a colorful industry personality? Give me a call. Let’s talk it over and develop a package that will have the most impact for TB readers.

To do that, let’s consider how powerful images and compelling graphics can bolster the storyline. Is there something we can do on the TB website (a video, for example) that will compliment what we put into print?

There’s a lot of great work being done in our industry to improve the nation’s transportation infrastructure on the public’s behalf, and it’s being done by smart and dedicated people. Let’s tell those stories. Please reach me at [email protected], or 202-289-4434.


The Safety Stool You might think of our safety programs as a three-legged stool: 1) ARTBA’s legislative and regulatory efforts through its membership divisions and councils; 2) Transportation Development Foundation (TDF) safety training contracts; and 3) TDF scholarships, awards and professional development courses. All of these initiatives are implemented by the veteran team of safety executives with many decades of experience.

ARTBA’s legislative and regulatory advocacy on behalf of its members reaches Capitol Hill and the White House, where we regularly put forward policy recommendations in surface transportation bills, and it extends to federal agencies where we make sure officials understand the real-world impacts of proposed rules or standards. The Traffic Safety Industry Division, Safety Management Professional Development Section, Transportation Safety Advisory Council, and Safety & Insurance Committee serve as vehicles for communicating the industry’s views on policy and regulations.

ARTBA-TDF administers a variety of safety education programs and services through contracts and cooperative agreements with the federal government and other industry allies. This includes the National Work Zone Safety Information Clearing-house (www.workzonesafety.org), the Occupational Safety and Health Administration (OSHA) Harwood training program, the Federal Highway Administration (FHWA) Work Zone Training program, and support of the National Committee on Uniform Traffic Control Devices.

TDF’s non-contract work includes a variety of professional development courses such as the “Roadway Safety Academy,” “Flagger Training,” and “Best of the Best Academy. The

from the chairman

Nick Ivanoff

President & CEO

Ammann & Whitney

2015 ARTBA Chairman

Safety is Enshrined in

ARTBA’s Mission

Safety has been a key component of ARTBA’s mission since it was founded

back in 1902. It’s enshrined in Article VI of our bylaws, which says the primary goal of the association is to grow and protect transportation infrastructure investment “to meet public and business demand for safe and efficient travel.”

Every year, the good work of ARTBA members results in enhancements to the safety of our workers and the motoring public.

ARTBA members know that safe transportation construction and operations are good for the nation’s business and for their own bottom lines, whether boosting employee morale or avoiding unnecessary costs.

This issue of Transportation Builder includes the annual “safety source” and is chock-full of information on a variety of safety programs, products and services. Please take some time to read through the comprehensive overview of ARTBA’s safety programs, which have been developed to meet the specific needs of transportation construction firms and public agencies. This special section begins on page A-1.

Foundation also boasts the “Lanford Family Highway Worker Memorial Scholarship,” which is celebrating its 15th year of providing post-high school financial aid to the children of highway workers killed or permanently disabled on the job. And the TDF provides a national platform annually to recognize industry excellence through the “Roadway Work Zone Safety Awareness Awards,” and “Contractor Safety Awards.”

New Initiatives When I became your chairman last fall, my agenda included new safety initiatives. I’ve been especially interested in preventing falls, which are the second highest cause of death and injury in transportation construction. In 2013, falls represented 35 percent (291 deaths) of 828 fatalities in entire construction industry, according to OSHA. FHWA says falls contributed to an average of 20 percent of road construction injuries.

I am pleased to report that much work is underway to address the hazards caused by exposure falls. ARTBA has developed a series of guides and fact sheets that provide important information on fall prevention. These are under review at FHWA and we expect they will be released to the industry later this summer.

“Preventing Falls During Bridge Construction, Inspection and Maintenance” was one of the major presentations during ARTBA’s National Work Zone Safety Conference this spring in Baltimore. Also, ARTBA participated May 4-15 in the third annual “National Safety Stand-Down,” an event that raises awareness of preventing fall hazards.

Whether its fall prevention, ARTBA’s new Safe Backing & Spotting certificate training course, or some other aspect of transportation construction, rest assured that the association will continue to strive to reduce or eliminate all hazards that may cause death and injury in our industry. This critical work is driven by concern about our workers and the general public who every day uses the transportation facilities we build.


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extension (its 33rd since 2009) to keep the federal highway and transit programs running until July 31.

Dissension ARTBA and many of our coalition partners want to end this continued cycle of extensions. It’s one thing to give Congress time to work on a long-term bill, and another to simply delay hard decisions until a few months later—over and over again. There are clear signs many on Capitol Hill are sick of the equivocating and want to make real progress. That includes the Senate Environment & Public Works Committee as it prepares to mark-up its portion of a long-term bill at the end of June, and growing demands in both houses that any further extension be tied to a timetable for passing such a multi-year measure. ARTBA is working closely with the members of Congress involved in these efforts.

Many in the media are catching on. A prominent May editorial in USA Today—in which ARTBA senior staff spoke at length with the writer before it was published—noted Congress has kept the HTF afloat by “borrowing from the future while using smoke and mir-rors to claim budgetary rectitude.” The editorial also urged congressional action based on ARTBA’s “Getting Beyond Gridlock” proposal, with a 15 cent per gallon increase in the federal gas tax, along with providing a tax rebate for low income Americans, in order to fund a $401 billion, six-year highway and transit investment bill.

Pretension As always, it is ARTBA’s job to support the real transportation champions in Congress, while calling out the pretenders, charlatans and anti- investment ideologues who pay lip service to the HTF problem, but have no

president’s desk

Pete Ruane

President & CEO

ARTBA

Extension,

Dissension, Pretension,

Apprehension and

Invention

As we settle into the summer months, ARTBA recognizes that much of our

membership is focused on the busiest period of the construction season, not to mention (hopefully) family vacations and other warm-weather happenings where possible.

At the same time, I can assure you that ARTBA, our leaders and staff, has never been more devoted to the cause of per-manently fixing the Highway Trust Fund (HTF) and putting federal transporta-tion investment on a long-term, upward trajectory. Notwithstanding the summer activities noted above, we need your help to get the job done… and as I’ll explain, it’s never been easier to get involved.

I’m not much of a poet—traditional Irish limericks are more my expertise—and I’m certainly no rapper, but here’s a rhyme-based summary of our status at mid-year…

Extension With the most recent Highway Trust Fund “can kicking” about to expire on May 31, Congress passed a two-month

intention of fixing it. While focusing on the federal user fee as the logical answer, we will continue to put one-off solutions like repatriation, oil and gas royalties, and other amorphous, ambiguous options in their proper context.

Apprehension ARTBA continues to track the effects of this “non-reauthorization” at the state level. With 52 percent, on average, of capital investment by state departments of transportation originating with the federal highway program, it’s not surprising that at this writing seven states have cancelled or delayed projects due to HTF uncertainty. At least another dozen states are considering similar action. Be assured we are letting Congress know every time this happens, and encourage you to do the same: give Capitol Hill a dose of the “real world.”

Invention Through our Transportation Makes America Work (TMAW) program, ARTBA is looking ahead, instead of fighting the “last battle.” Our new digital grassroots advocacy program allows you to use your mobile device to contact members of Congress by phone, e-mail or social media such as Facebook and Twitter. ARTBA activists have already sent more than 2,200 emails, tweets and Facebook posts, through which a larger audience can also learn about the importance of the HTF issue. We are also launching several forms of advertising targeted at key decision-makers in Congress and elsewhere in the Nation’s Capital. Besides cable TV and radio, we can now hit their computer screens directly with our message via digital video advertising.

How can you help? Sign up for our new grassroots program at http://www.tmaw.com/take-action/. Visit with your members of Congress. Make sure your company is financially supporting our TMAW program. Let’s get the job done, and I promise to stop with the bad rhymes!


Members of Congress & State Officials

Including:

Proposals Really Add Value?”

Army Corps of Engineers

Financial Close?”

Keynote Speaker:U.S. Secretary of Transportation Anthony Foxx

Schedule at-a-glance

ARTBA National Workshop for State and Local Transportation Advocates (included in your P3 Conference Registration) Capitol Hill Reception

Breakout SessionsEvening Networking Reception

Breakout Sessions

To sponsor or exhibit at the ARTBA P3 Conference, contact ARTBA’s Ed Tarrant at 202.289.4434 or [email protected].

Hyatt Regency Washington202.737.1234

Register: www.artbap3.org

400 New Jersey Ave. N.W.,Washington, D.C. 20001

The Nation’s Longest-Standing Event for P3s in Transportation

27th Annual ARTBA Public-Private Partnerships in Transportation Conference

July 15-17, 2015

“P3s in Transition: The Next Chapter”


The ARTBA Foundation’s Safety Training Programs are Getting Strong Endorsements!ARE YOU MISSING OUT?

“I wanted to thank you once again for

bringing the Roadway Safety+ course to

Mississippi for several MDOT maintenance

supervisors, safety officers and engineers.

We have received nothing but positive

feedback. The material and resources were

found to be outstanding and have already

been put to good use in our districts

statewide . . . Again, we appreciate you

coming and hope that you left Mississippi

feeling good about the training.”

“I wanted to thank you for scheduling

the OSHA 10-Hour workshop and the

Preventing Runovers & Backovers

workshop that was held in Riverton,

Utah on February 11-12, 2015. We are

in support of this program and would

like to go on record that it is extremely

important to our local governments.

Van [Howell] did an excellent job and

was very knowledgable in the safety

field, and presented the material in a

comprehensive and interesting way for

the students.”

“(ARTBA Master Instructor) Neal Carboneau was in

Oklahoma from January 15 to February 3, 2015, during

which he taught six separate sessions of this two-day class

at five locations for municipal, county and tribal

government employees. Mr. Carboneau was an excellent

instructor and well received by the personnel in

attendance. I personally observed Mr. Carboneau’s

instruction at two of the classes and was impressed with

his level of knowledge, attention to detail, enthusiasm, and

ability to connect with his students. I would highly

recommend Mr. Carboneau to any organization

considering his services.”

“I would like to communicate my appreciation for

Mr. Van Howell (an ARTBA master instructor). It is not

easy to capture and hold the attention of 20+ people but

Mr. Van Howell was able to do so with ease. This training

brought safety awareness to a wide range of workers in

construction, maintenance and small business owners. In

addition to bringing awareness, the Roadway safety class

also distributed the software resource to participants of the

Roadway Safety+ program . . . This training brought some

much needed attention to the value of safety in all

operations that take place here on the Pueblo. Mr. Van

Howell was able to inform, enlighten and inspire

participants to take safety seriously, to use safety resources

effectively and to be vigilant in working to maintain high

safety standards.”

—Cookie Leffler, safety director, MDOT

—Douglas Wright, director, Center for Local Government

Technology, Oklahoma State University

—Deanna Lynn Aquiar, small business specialist,

Ysleta del Sur Pueblo

—Nicholas Jones, director, Utah LTAP

For more information about how ARTBA safety training

courses can help you, contact Robinson Vasquez at

[email protected] or call 202.289.4434.


Meet ARTBA’s Master Safety Trainers

Every year, ARTBA dispatches master safety instructors across the nation to deliver nearly 100 training sessions at work zones and other locations. There’s a simple reason why.

Federal government data show more than 100 workers, on average, are killed every year in roadway construction and maintenance accidents. About half those deaths are caused by vehicle strikes, either inside or from outside the work zone. Tens of thousands more workers are injured each year.

ARTBA’s master instructors literally have written the book on work zone safety. They have been developing programs for ARTBA and key federal agencies for more than a decade. Collectively, they have accumulated some 300 years of transportation and construction experience.

These instructors have one goal: to save lives and prevent injuries. But as you will read on page 26 of this issue, a safer workforce also can save employers money by preventing costly accidents.

Now, let’s meet some of ARTBA’s master safety trainers.

NEAL CARBONEAUWORK ZONE SAFETY ISN’T AN ABSTRACTION TO NEAL CARBONEAU.

“It’s the reason I’m alive today,” he said.

About 25 years ago the “shadow vehicle” deployed along the Indiana Toll Road saved Carboneau and others in the work zone from being hit by a tractor trailer that drifted from its lane.

“As the semi was coming down the highway, the driver decided to take his shirt off and lost control. Had that barrier truck not been there that semi would have mowed all of us over,” said Carboneau, who was working as a highway construction inspector at the time of the fiery crash.

Today, Carboneau leads the Transportation Training Institute, a regional

by Mark Holan

education and technical assistance firm based in West Lafayette, Indiana. His relationship with ARTBA began more than five years ago when he obtained Safety Academy I and II certificates while managing the research and implementation program at Indiana’s Local Technical Assistance Program at Purdue University’s School of Civil Engineering.

“I was trained to teach what I learned on the road,” he said.

Since then, Carboneau has used his transportation construction and engineering experience to develop and deliver numerous training courses, guidance documents, specifications, and workshops. He introduced the “Managing Flagging Operations on Low Volume Roads” guidance document during ARTBA’s National Work Zone Safety Conference in March.


BRUCE DREWESBRUCE DREWES WORRIES ABOUT HIGHWAY WORKERS CARRYING SMART PHONES.

“We see it happening all the time. They are either looking at their phone, or looking for their phone, and they miss something,” said Drewes, principal of 3T Group in Boise, Idaho. “It’s so prevalent, and it’s so dangerous.”

DONALD ELISBURGDONALD ELISBURG PAYS CLOSE ATTENTION TO HIGH-WAY WORK ZONE SAFETY PRACTICES AROUND HIS SOUTH FLORIDA HOME, AS WELL AS ACROSS THE COUNTRY. Here’s what he’s noticed:

“There’s a lack of consistency from jurisdiction to jurisdiction, from state to state,” Elisburg said. “Companies that pay attention—pay attention. Those that don’t are lucky they don’t kill somebody.”

Elisburg is a lawyer with nearly 50 years of experience around occupational health, training, worker disability and labor standards issues. He is a former executive director of the Occupational Health Foundation and was principal investigator at the Center to Protect Workers’ Rights. He still consults for the govern-ment and helped develop the Roadway Safety+ program.

The program has evolved into 34 adaptable modules covering a range of safety issues. What started as flip charts shown to crews from the back of a pickup truck is now available for laptops and iPads.

As an ARTBA safety training consultant, Drewes helps local transportation agencies, state highway departments and private industry reduce these and other work zone distractions. He said seasoned transportation construction workers can play a key role in avoiding trouble.

“Sometimes they are asked to do things that aren’t in the safest manner, to take short-cuts, just to get the job done, and the chances of injury and fatality are greatly enhanced,” he said. “Employees need to talk to their managers and supervisors and say, ‘Let’s talk about this. What is in the best interest of the traveling public?’ ”

Before launching his consulting firm in late 2013, Drewes was manager of the Idaho T2 Center, which offers highway related training courses and technical assistance. He has taught safety courses across the U.S. and as far away as Kuwait.

Drewes, like most of ARTBA’s safety training consultants, has been around work zones for more than 30 years. As a laborer just out of the U.S. Navy in the late 1970s, he twice was caught in pipeline excavation collapses. Luckily, his employer was using a trench box.

“When you start talking about safety, it helps to make those connections,” he said.

Carboneau said that high quality safety training im-proves the “effectiveness and efficiency” of transportation-related firms. “Our vision is of a well-trained, safe, workforce helping to effectively con-struct, manage and maintain our infrastructure,” he said.

He has taught about 40 safety courses over the past year, including a half dozen sessions across the state of Oklahoma. One of the topics was shadow vehicles.

“Many organizations do not use shadow vehicles,” Carboneau said. “But they are definitely effective, and the cost is minimal. I want other people to be able to tell the same story as me. I want to see people go home safely at night.”

“These courses help bring consistency to the work site and save lives,” Elisburg said. “It’s the most comprehensive work zone training program there is. This program has been vetted by every organization interested in roadway safety.”

The modules can be adapted for sessions ranging from a few hours to five days. The programs are regularly updated to reflect the latest technology and construction techniques. Lately, developing traffic control plans for inside the work zone is getting a lot of attention, Elisburg said.

“We are looking at ways to keep people and vehicles apart,” he said. “To me, the major devil I don’t know is how to control speed and people falling asleep at the wheel.”

When he’s not scrutinizing those South Florida work zones, Elisburg likes to keep an eye on his two grandkids and roots for the Miami Heat, where his son, Andy, is senior vice president of basketball operations and general manager. “We go to a lot of basketball games,” Donald Elisburg said.


GARY FOREGARY FORE DOESN’T HAVE TO WORK AS AN ARTBA SAFETY TRAINING CONSULTANT.

“I don’t do this for a living. I do it out of passion,” he said. “I have one mission, and that is to save lives and prevent injury.”

Fore, 71, and Nancy, his wife of 51 years, live on a 25-acre mountain retreat outside Greensboro, North Carolina. He likes to take their two grandchildren on nature walks. He’s been known to cast a fishing line.

But Fore can’t shake his interest in the Roadway Safety+ Program, developed by a consortium of government agencies and

transportation construction industry groups, includ-ing ARTBA. The program emerged in 1999 from efforts to reduce asphalt paving fumes. At the time, Fore was still in his role as vice president of Environment, Health and Safety at the National Asphalt Pavement Association (NAPA).

“It really laid the foundation for government, industry, labor partnerships,”

VAN ARDEN HOWELLVAN ARDEN HOWELL WITNESSED THE BENEFITS OF SAFETY TRAINING ON HIS FIRST JOB AS AN INSTRUCTOR MORE THAN 30 YEARS AGO. HE SEES THE SAME THING HAPPENING TODAY THROUGH ARTBA SPONSORED TRAINING.

Hired at the Defense Logistics Agency in Tracy, California, in the late 1970s, Howell helped start an “upward mobility” program to train forklift operators. One of the goals was to reduce the number of outside operators working at the military logistics support base.

“We thought if we trained our own operators, they wouldn’t have some of the same bad habits,” Howell said. “We started them with one week of classroom training and one week of supervised, hands-on experience.”

The program attracted employees who were looking for advancement and a chance to make more money. But the base benefit, too, because “we really turned around the accident rate and injury rate,” Howell said.

Fore said. “A lot of people were being killed and injured. We decided to go after some grant money and start saving lives and preventing injuries.”

Fore said the first task in developing the safety cur-riculum was making sure it resonated with workers. “Tool box talks” were developed, in English and Spanish, which could be delivered from the back of a muddy pickup parked at a job site. Some of the first topics included areas where workers and the contractors hiring them knew there were problems, such as runovers and backovers.

Over 15 years the program has evolved to its current version 11.1. It has been adapted and expanded to target wider audiences, including management, safety professionals and engineers. Tens of thousands of people have been exposed to the training, most of which is available for free.

What are some of today’s most pressing safety issues?

“My single largest concern is the trend toward doing night paving work,” Fore said. “I’ve had contractors tell me they lie awake at night thinking about their people behind plastic [drums and cones]. It’s all temporary. There are no Jersey walls or permanent barriers.”

The trend has accelerated, he said, because local governments and their taxpayers don’t want daytime traffic delays. But night work calls for more thoughtful planning and effective use of attenuators, signs and other traffic control tools.

“You’ve got to do your homework,” he said.

That was the beginning of a 35-year career in safety and health training that has included key roles with the U.S. Navy and the U.S. Department of Labor. Howell is a former associate director at the Occupational Safety and Health Administration (OSHA), and is currently an instructor at the OSHA Training Institute Education Center at the University of California San Diego.

For ARTBA, Howell teaches OSHA-10 Hour Training for roadways; Preventing Runovers and Backovers; and the Roadway Safety+ program.

“I enjoy working one-on-one, as well as in groups,” he said. “I find that people are very interested in preventing work place injuries.”

Howell said he is impressed by the “transportation twist” in the OSHA-10 curriculum, which focuses on roadway construction issues. And he’s especially interested in help-ing to minimize fatalities and injuries inside the work zone.

“A lot of folks haven’t adequately planned out how to control that internal traffic,” he said. “We find that by just reviewing past fatalities, taking pictures from the cab of a truck to show what an operator could and couldn’t see, we are able to give a sense of how that accident happened and how to prevent it.”

There are often multiple ways to avoid these dangers, depending on the site, Howell said. “I like to have the class critique each one and come up with the pros and cons.”


EMMETT RUSSELLSAFETY TRAINING IS A TWO-WAY STREET FOR EMMETT RUSSELL.

“People bring you solutions you never thought about as an instructor,” Russell said. “In a good session not only do you teach, but you also learn.”

Such interactions deepen the experience of that training and set the stage for the next session to be even better, Russell said.

For example, it’s one thing to warn transportation construc-tion workers about the dangers of wearing rings and other jewelry on a job site. But it’s more powerful when someone in the training class shows a photo of their mangled ring finger before the digit was amputated from their hand.

Better still, he said, is when a few guys show the wedding “ring” they’ve had tattooed on the fourth finger of their left hand; keeping them safe around the equipment while pleasing a spouse back home.

A native of Charleston, South Carolina, Russell spent more than 35 years in the construction industry and as a member of the International Union of Operating Engi-neers (IUOE). In 2002 he was named director of the IUOE’s Health and Safety Depart-ment. He has participated on numerous committees and workgroups established by the Occupation Safety and Health Administration (OSHA).

Russell began working with ARTBA and fellow instructors Elisburg and Fore while still at IUOE.

“Workplace accidents were causing too many deaths,” Russell said. “We felt as though this was something we could do something about.”

For ARTBA, Russell teaches OSHA-10 Hour Training for roadways; Preventing Runovers and Backovers; and the Roadway Safety+ program.

He noted that while technology is having a big impact on workplace safety, but it’s still important to remind workers about basics such as the blind spots of heavy equipment operating at job sites.

It’s in these sessions that workers bring important field experiences to the training.

“For example, you can have a work zone set up on back side of a hill,” Russell said. “A loaded tractor trailer comes up over the hill and doesn’t have time to change lane. Instead of just putting up extra signs, some workers proposed extending the work zone. Sometimes the workers give a better solution than what we are proposing.”

Mark Holan is ARTBA editorial

director: [email protected].

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May-June 2015 TransportationBuilder 15 15

Safety Training at your site at

no cost

Safety Training for the Roadway Construction Industry

Roadway Safety+

Safety Training for the Roadway Construction IndustryARTBA’s

OSHA 10-Hour

Guideline Books

All materials can be found at www.workzonesafety.orgThis material is based upon work supported by the Federal Highway Administration under agreement DTFH61-II-H-00029. Any opinions, findings,

and conclusions or recommendations expressed in this publication are those of the Author(s) and do not necessarily reflect the views or policies of the

U.S. Department of Transportation or the Federal Highway Administration.


“This material was produced under the grant SH-26339-14-60-F-11 from the Occupational Safety and Health

Department of Labor nor does mention of trade names, commercial products, or organizations imply endorsement

This training program, available in both two-hour and four-hour formats, is designed to keep roadway construction workers safe from being struck by construction trucks and equipment.

Occupational Safety and Health Administration (OSHA).

The program is FREE to all participants. A course

AND BACKOVERSFor information on attending or

Vasquez at 202.289.4434 or


by Tim J. Gardner

When employers pay for equipment to protect the health and safety of their workers, they expect it to perform properly—especially if it claims to meet industry performance

standards. In fact, many times there are regulatory requirements that mandate its use. Some may take it for granted that if there is a label on a garment, or if it is sold as “meeting a standard,” it will perform properly.

In today’s marketplace, however, that is not always the case. Some personal protective equipment (PPE) may not perform as its labels or specifications promise. With worker safety on the line, there is a need for those who purchase PPE to understand the concept of “conformity assessment” and how that assessment, either present in standards or specified in a purchase contract, can assure they are actually getting the safety products they believe they are buying.

Is “Sort of Compliant” Good Enough For Your Safety Equipment?


An effective way to ensure validation of PPE performance and to meet regulatory compliance is to require periodic re-testing by an accredited third party certification body. A primary advantage of this approach is that it will be the third party, not the manufacturer, who is selecting samples for testing. There’s more to say about this a little later. First, some background about compliance testing.

PPE Product Marks and Labels Safety audits or post-accident investigations typically require verification that proper PPE was provided and used. In those audits, employers and government officials will look to see if the PPE has a label or mark indicating it meets performance standards. But the important question is this: “Is the presence of that label or writing enough?”

Since construction companies and their employees are not likely to be experts in the way PPE is manufactured, they rely on the label or mark attesting to compliance, a certificate, or a manufacturer’s claim. The entire process of purchasing and using PPE is based on an assumption that if it says it meets the requisite standard, it will perform just as it claims. With that confidence, the primary concern to the purchaser should be price, features, and perhaps quality/durability based on past experience. With budget limitations and competing priorities always present, product marking and the manufacturer’s claim alone often have to be sufficient, as purchasing departments push for low bids and insist on the lowest price for compliant PPE.

But what happens when products fail in their ability to meet performance requirements and ultimately do not function properly for users?

Effective and Ineffective Conformity Assessment Most PPE performance standards rely on a process known as “conformity assessment” which consists of testing a single or a few samples of a product at the time of initial certification or when a revised standard is released. Within the PPE manufacturing community the specially selected representative example is sometimes described as a “golden sample.”

The testing may be conducted by a third party lab or by the manufacturer itself, depending on requirements. If the golden sample meets the performance specification, the manufacturer obtains a compliance certificate, which allows for product sales with claims and markings of conformance to a performance standard. Unless otherwise mandated, the testing certificate is valid for as long as the current version of the standard is in force and no additional compliance testing typically is required. The limitation of one-time golden sample type testing is that it does not account for variations in production such as material changes or alterations to a manufacturing process. The bottom line is that it requires significant investments by a manufacturer to have the capability to deliver compliant product consistently.

For employers and workers concerned about their safety, it is important to consider how effective or ineffective a one-time

WHO DOES THIRD-PARTY CERTIFICATION?

Here are three organizations that provide

third-party certification of personal protective

equipment (PPE):

WORKER SAFETY CULTURE IMPROVING

Though not true in all parts of the world, highway and

transportation construction workers in the United States

benefit from a strong safety culture that values human life.

Thanks to persistent educational efforts like those by

ARTBA, instances of workers arguing about being too tough

to need hazard protection on the job are dwindling. It is

becoming increasingly evident to both seasoned workers

and younger generations that vigilant use of proper PPE

maximizes their health, longevity and quality of life on and

off the job.

Employers and the insurance companies that underwrite

them would prefer that no accidents ever occur. Both take

active roles to improve workplace safety for the well-being

of their valuable trained workforce, and to protect the

bottom line.

Dangerous jobs still exist and accidents and fatalities still

happen. When they do, government regulators will

investigate to determine that work rules were followed,

issue penalties when justified, and collect data to improve

safety and lessen the chances of future occurrences.

PPE consensus standards and compliance also enhance

worker safety culture.

—TIM GARDNER


product test can be. Ideally everyone in a supply chain will be perfectly reliable and the performance of the golden sample will be replicated consistently throughout production. But in any market that is driven primarily by price, cutting manufacturing corners can be a temptation.

Product Failures Research shows that some new high visibility vests are failing to perform as their labels indicate they should. One study in Europe found that many garments do not perform as they claim, even though they carry a label of certification. Shockingly, a Royal Spanish Automobile Club test sampling of approximately 100 new vests found that 63 percent had safety problems with regard to: 1) the design of the garments; or 2) their day-time visibility; or 3) nighttime visibility. This study validates a concern for both manufacturers and users, and shows an obvious weakness in the testing procedures used in the European Union, the United States, and elsewhere.

Without ongoing verification after initial qualification testing of the golden sample, unintentional or deliberate changes in the manufacturing process may result in PPE that does not perform to the expected standards. This problem is compounded by a frequent lack of resources to pursue any enforcement activity if a conformity deficiency comes to light.

A Recommended Solution One way to ensure ongoing compliance and validation of PPE performance is to require manufacturing audits and/or market surveillance of these products, which could be written into the purchase contract. The more common approach is to require periodic re-testing by an accredited third party certification body, thus diminishing the possibility of only checking a single golden sample.

The good news is there is already a process in place in the U.S. to do this kind of conformity assessment: the 2014

standard ANSI/ISEA 125 American National Standard for Conformity Assessment of Safety and Personal Protective Equipment, available through the International Safety Equipment Association. (Online at www.safetyequipment.org)

A further benefit of third party certifier involvement is that in the interest of defending their own business proposition, the certifier is motivated to police the proper use of their mark—bringing an element of—or at least the potential of enforce-ment that typically is otherwise missing from the conformity assessment equation.

Where new product compliance issues are suspected or known to be unacceptably common in a population of PPE, third party certification can be highly effective to reduce their prevalence. Both the National Institute of Occupational Safety and Health respiratory equipment certifications, and National Fire Protection Association firefighting ensemble standards rely on a third party certifier for periodic manufacturer audit-ing and/or market surveillance. In these product areas, there is little evidence of substandard articles being marked and sold as compliant.

When worker safety and compliance to regulations depend on the use of standardized PPE, but evidence exists that the equipment being delivered and deployed may not be what it claims, third party laboratory testing can be used to con-firm new product performance. When it is clear that PPE is meeting its claims consistently to perform as intended, safety officers can return to building an effective safety culture and workers can return to doing their jobs with greater confidence in the integrity of their PPE.

affairs, body protection solutions: [email protected].


ARTBA Member Helping to Solve “Suicide Alley” Safety Concerns

Submitted by Impact Recovery Systems

The Massachusetts Department of Transportation (MassDOT) is addressing safety concerns on a stretch of

Route 6 between Boston and Cape Cod commonly known as “Suicide Alley.”

Worries about the road date to the 1990s. One analysis identified 12 head-on collisions in a seven-year period over the 18-mile section through the towns of Dennis, Harwich, Brewster and Orleans.

As a result, MassDOT began removing sections of passing zones determined not long enough for the high speeds on the roadway. Later, a berm was installed for positive separation between the two directions of travel. MassDOT also introduced several types of stanchions on the berm to help delineate the berm and the positive separation. Unfortunately, several itera-tions of the posts only seemed to provide more of a maintenance headache than any significant reduction in accidents.

More lane separator systems were evaluated over several years. Eventually, MassDOT settled on arched, retroreflective elements incorporated into the lane separator, as well as retroreflective uprights.

Liddell Brothers, Inc. of Halifax, Massachusetts, is currently retrofitting the existing berm utilizing the Tuff Curb XLP (Xtreme Low Profile) traffic lane separator. The product is manufactured by Impact Recovery Systems, Inc., a member of ARTBA’s Traffic Safety Industry Division. It provides unprecedented 45 degrees of visibility and retroreflectivity utilizing patented, glass bead technology for long-lasting, highly visible curbing reflectors.

The uprights, which MassDOT specified to contain an unusually large 72 square inches of retroreflectivity, were mounted on Impact Recovery Systems’ 4-inch wide post, flattened to provide a 6-inch by 12-inch strip of 3M sheeting. This further enhances MassDOT’s desire for a separation system to address their long-term safety concerns.

The project was nearing completion ahead of the summer season of increased traffic.

Impact Recovery Systems manufactures flexible, durable, high impact

www.impactrecovery.com.


IN WORK ZONES

DRIVE DOWNDISTRACTED DRIVING


Micro-Replicaton. Making the roads safer for millions of drivers every day.

3M Traffic Safety and Security

© 3M 2015. All rights reserved.

At 3M Traffic Safety, we take the science of roadway

safety into the next generation. Our comprehensive

offerings of high performance reflective materials and

services are designed to improve roadway visibility and

vehicle identification for enhanced transportation safety.

www.3M.com/roadwaysafety


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Inspect Work Zones Frequently

Work zones are dynamic, subject to changing traffic and weather conditions and other factors. Traffic control devices are frequently moved, blown over, blocked by equipment or materials, or mistakenly removed or stolen from the work zone.

Because of these variables, it is imperative to inspect the work zone frequently to ensure proper traffic control design is in place. Repair or replace damaged or disrupted traffic control devices. Work zone personnel must also look for evidence of confusion by motorists and make improvements as needed.

According to the Occupational Safety and Health Administration (OSHA), 70 percent of worker fatalities in work zones are caused by motorist intrusion. If traffic volume within and near a work zone is reduced, workers’ exposure to such incidents will also statistically decrease. If possible, perform work during “off-peak” times of each day or season to help reduce fatalities.

An effective, approved work zone traffic control plan should be implemented if workers cannot be removed from vehicle hazards by closing the road or utilizing physical barriers.

When developing the plan, remember that eliminating a hazard is the best control method. Rethinking employee exposure can often be the right choice, rather than trying to work around a hazard. Options for eliminating exposure might include closing a roadway entirely or placing physical barriers around the site to protect personnel.

If a hazard cannot be avoided, the work zone traffic control plan must use best practices to reduce possible problems, including signage, flaggers, lighting, and other means.

Each state has its own laws regulating employees in work zones, so be sure to follow local regulations. For example, the Pennsylvania Department of Transportation Publication 213 offers traffic control plan diagrams for many common traffic situations.

Follow the Latest

Applicable Standards

Staying up-to-date on ever-changing regulations and updating safety standards is an important priority if employees will be in a work zone. Each state updates its regulations periodically and provides resources on those changes. Workzonesafety.org (owned by ARTBA’s Transportation Development Foundation) maintains a comprehensive list of work zone requirements that is updated regularly as each state’s guidelines change. Train Employees

RETTEW’s Safety Consulting group performs numerous audits of roadway contractors. The team regularly identifies work zones that have not been designed correctly, or have untrained workers in the construction area. In these instances, authorities will often stop work from continuing because of these deficiencies.

As with work zone design, most states have specific requirements for worker training. Before spending time in an active work zone, an employee must be trained to identify what hazards are present and the best way to control them. Regulations also require ongoing or refresher training, typically every three years.

Minimize Traffic Disruptions

Top ThingsYou Need to Know

10

2

45

3

1Improving Work Zone Safety

In 2014, nearly 100 roadway construction and maintenance workers in the U.S. died from accidents in work zones. California, Illinois, Texas, and Florida had the most fatalities.

Companies that employ workers on or near publicly traveled roadways know that safety is of the utmost importance. Following the best practices for work zone safety outlined in these 10 tips will help keep employees safe.

by Kelly Kramer, CECD, HEMFollow an Approved

Traffic Control Plan


Promptly Repair/Replace

Damaged Traffic

Control Devices

People need adequate warning of danger for their senses to respond with the proper reaction. For motorists, critical seconds pass from when a problem is first spotted to their execution of safe steering and braking maneuvers. This is particularly true in circumstances outside normal driving conditions. Traffic control devices, particularly those issuing warnings, should convey easy-to-understand messages placed far in advance of any change in road or traffic patterns. These signs must remain visible and well-maintained at all times.

Remove/Cover Unneeded

Traffic Control Devices

Just as important as signaling there is an active work zone ahead, safety personnel should also

avoid confusing motorists with outdated or wrongly placed traffic control signs and devices. Leaving such items in place when they are no longer needed might encourages drivers to dismiss the notification and cause them to disregard other important warning signs as well.

Properly Install and Remove

Traffic Control Devices

Setting up or taking down a work zone can create uncertainty among motorists. There is also increased exposure to workers during

such transitions, as they are likely to be moving about on an unprotected roadway.

To alleviate this, workers should place the advanced warning signage first, and then complete installation of traffic control patterns. The advanced warning signs should also be removed last after restoring the regular traffic

pattern. This keeps motorists informed about possible workers on the road until the change is completed.

View the Work Zone from the

User’s Perspective

Even when a complex traffic control plan looks thorough and practical on paper, workers arriving at the site may realize other variables

are still in play. Those uncertainties, such as hills, turns, or blind spots, might require further customizing the traffic control plan to help motorists and workers stay safe. If modifications are made, it’s best to increase spacing distances and place additional traffic controls.

8

97

6Document Everything

10Documentation is critical to operating a safe business and reducing liability if an accident does occur.

Employers should have photographs taken before work begins, throughout the project, and after completion. Documented inspections can help increase the safety of the worksite and protect the business.

Work zones carry real risks. If not controlled with best practices, there can be significant negative consequences for workers and employers. But risk can be reduced by taking the time today to assess regulator guidelines, employee training levels, and the condition and effectiveness of equipment. If not, the consequences could be deadly.

consultant: [email protected].


THE COSTS OF SOUND SAFETY PERFORMANCEIn addition to being human tragedies,

work zone fatalities and injuries divert

more than $1 billion annually from

transportation construction.

by Brad Sant

Two roadway construction or maintenance workers are killed on the job every week. Another 10 workers are injured every day. These figures, based on annual averages, tend to increase during the busy warm-weather building and repair season.

But such fatalities and injuries are tragic no matter when they occur, especially for the victims’ families and co-workers.

These incidents should not just be looked at as “statistics,” but as people. Here are a few examples from this year, according to news reports.

Fifty-year-old David L. Ridzon, a public works employee in Tolland, Connecticut, was killed in March when one of his co-workers backed over him with a dump truck as he repaired potholes.

A few weeks later, Ronald Paul Raiche Jr., a 47-year-old Nevada Department of Transportation worker, was struck and killed by a commercial truck while repairing cracks on Interstate 80 between Elko and Reno.

In April, 28-year-old Jared Overfield was crushed to death when a huge pipe rolled down a hillside at the Highway 101 widening project he was working at near Petaluma, California.

Photo

court

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These are just a few of the many workers who went to the job site one morning, but did not return to their families at the end of the day. Real people, real suffering, real sadness.

Deaths and injuries in the transportation construction industry also cost a lot of money, more than $1.2 billion annually. That’s based on data from the U.S. National Institutes of Health, which estimates each death in the construction industry costs $4 million in direct and indirect expenses; each injury resulting in lost work days costs $42,000.1 As noted above, each year approximately 100 workers in our industry are killed, and 20,000 more are injured. The Occupational Safety and Health Administration recently put the cost of each worker fatality at $8.7 million (value of statistical life) and each injury at $62,000.

Any way you add it up, billions of dollars are being diverted from the highway, bridge and public transit construction industry as the result of these accidents. These staggering costs include “hidden” economic consequences that should be understood so they can be controlled.

Understanding the Real Cost of an Incident Due to the highly personal and emotional nature of occupational deaths and injuries, it can be difficult to talk about such incidents in terms of dollars. That can seem cold and calculating. But business managers need to understand that correlation in order to justify a solid investment in time and capital to improve their safety performance. It follows the old axiom that performance improves when it is measured and reported.

The measurement of death and injury costs should be considered both in terms of direct and indirect costs. For example, direct costs include workers’ compensation payments, medical expenses, and costs for legal services. Indirect costs might include training replacement employees, accident investigation and implementation of corrective measures, lost productivity, repairs of damaged

equipment and property, and costs associated with lower employee morale and absenteeism. (Though not a part of occupational safety risks, it is important to note that other, more damaging long-term costs may arise due to an inadequate safety program. This includes exposure to legal liabilities and tort action, especially if a member of the public, rather than an employee, is injured in an accident on your work site.)

When measuring the costs of workplace incidents, the “iceberg” effect comes into play, meaning the direct costs we anticipate and easily measure are only a small portion of the real cost. These indirect—or hidden costs—are most dangerous because business managers may fail to see them. Our traditional accounting systems were not designed to recognize indirect costs resulting from accidents (or savings from avoiding them), so they are usually included as expenses to overhead.

In fact, it is difficult to realize a correlation with safety performance because the main considerations for efficient construction projects are typically scope, time and budget. Some managers think only in these parameters. Newer considerations like quality, safety and health, social responsibility, and environmental concerns are often over-looked by contractors, especially in small to mid-sized firms.

To better integrate safety management into the company economic profile, it should be viewed in terms of corporate values. The American Society for Safety Engineers recommends weighing safety performance against nine criteria, including profitability and productivity (see box on page 30).

In the transportation construction arena, a company’s safety record is most often a key determinant when awarding contracts based on “best value” as opposed to lowest bid. In other words, if a company has a poor safety record, it will be increasingly difficult to compete for work in the changing world of value-based contracting. Profit Margins and Costs Another key consideration when measuring the real expense of work place incidents is the cost-to-profit ratio, or profit margin. Consider a relatively small “inexpensive” incident. Let’s say a dump truck approaching a paving machine to unload accidently backs into a highway worker. In our example, the worker is not killed, but suffers a broken leg.

The worker is taken to the hospital where the leg is reset and placed in a cast. He or she is expected to make a full recovery, but will not be able to return to work on regular duty for five or six weeks. Here are some ways the costs add up:

Work is stopped temporarily as the accident is assessed and the worker is treated and taken to the hospital. As an employer, you continue to pay all the employees on the site while no work is taking place. Even one or two hours of lost work for an entire crew and equipment will accrue costs fairly quickly.


There is additional lost time for the injured worker and at least one other employee who accompanies him/her to the hospital.

Paperwork to document the injury must be completed.

The worker will be paid workers’ compensation or for temporary, restricted duty.

There may be time/cost consequences to your schedule.

There may be consequences with your insurance modification rate.

There will be costs associated with the medical treatment and follow-up.

Another worker will need to be hired and perhaps trained to replace the injured worker.

Let’s say such an accident costs the $42,000 estimated by the National Institutes of Health. That’s an unwelcome expense, to

$42,000U.S. National Institutes of Health estimated cost of an accident with injury.

VS.

$700,000the cost of the injury at six percent profit margin.

ACCIDENT COST VS. PROFIT MARGIN


be sure, but one that a healthy business should be able to absorb, right?

Recall this is a paving job, an industry that typically operates on a six percent profit margin. The company in our example would have to generate $700,000 in gross revenue to pay for this “inexpensive” accident. That is hardly insubstantial, and the revenue requirement gets even higher using OSHA’s estimate of injury expense, or to cover an accident involving multiple workers that costs even more.

The bottom line is simply this: a good safety program is a profit center. Creating a good safety culture and programs will pay long-term dividends while avoiding the costs of workplace deaths and injuries. As transportation system owners place a greater emphasis on company safety performance when awarding work, only those employers who carefully manage that aspect of their business are likely to remain in operation in the next five to 10 years.

ARTBA is ready to assist its members in efforts to improve their safety performance through training programs and services that are focused directly on your day-to-day activities. There’s plenty of information about those programs in this issue of Transportation Builder, including the special insert on A-1. Contact a member of the ARTBA safety team using the information provided on page A-4.

Brad Sant is ARTBA senior vice president of safety & education: [email protected].

1Costs of Occupational Injuries in Construction in the United States, Accid Anal Prev. 2007 November ; 39(6):

Yurong Men, MS

The American Socieety for Safety Engineers recommends weighing safety performance against these nine criteria:

1. Profitability2. Reputation/Image/Brand3. Market Share4. Time to Market5. Shareholder Value6. Cost Containment (e.g., control costs)7. Productivity8. Customer Service9. Compliance Risk

WEIGHING SAFETY PERFORMANCE


ARTBA’s Transportation Development Foundation (ARTBA-TDF) is introducing its first certificate training course to help workers stay safe on the job while allowing business owners to protect their bottom line.

The Safe Backing and Spotting course addresses one of the most significant hazards in transportation construction. It is designed to meet ANSI/ASTM E2659 standard, which insures the curriculum meets the most rigid and highly regarded specification. The course is being taught by ARTBA’s cadre of industry-expert master safety instructors.

Many roadway construction worker deaths result from being hit by a vehicle. Sadly, half of these fatalities—about 30 each year—are caused by work zone vehicles and equipment. Other workers are seriously injured in such mishaps.

“Backing of trucks and equipment in the construction in-dustry is one of our most serious and common problems,” says Steve Hubbard, corporate safety director at Lane Construction Company. “This problem has been with us for years and the statistics that I have seen clearly show us it’s not going away.”

To reduce such incidents, ARTBA-TDF has developed a four-hour, six-point training program that provides detailed information to eliminate deaths and injuries caused by im-proper and unsafe backing. The program covers critical topics such as vehicle blind spot recognition and operator-to-worker communications.

Workers are trained how to avoid dangerous traffic areas on roadway construction sites, recognize hazards surround-ing equipment, and to provide clear communication between drivers/operators and spotters through the use of standardized signals and communication. The course is a must for spotters, construction drivers/operators, supervisors and other workers who labor in close proximity to moving trucks and equipment. Even experienced spotters can attend this course as a refresher.

All attendees will receive a certificate of course completion from ARTBA-TDF. Employers also receive documentation for their insurance carriers, potentially reducing costs or holding premiums in check.

“Safety and making sure all workers get home safely is a top priority for state DOTs,” says Frederick “Bud” Wright, executive director of the American Association of State Highway and Transportation Officials. “Courses like this remind us that safety needs to be top of mind always, especially when backing equipment.”

Industry firms and public agencies interested in learning more about ARTBA’s new certificate training course and pricing, should contact ARTBA Senior Vice President of Safety & Education Brad Sant at [email protected] or 202.289.4434.

ARTBA’s New Safe Backing & “Spotting Training Certificate Course Can Help Save Lives and Moneyby Mark Holan

TransportationBuilder 31


Transportation Builder readers are likely familiar with the Lo-cal and Tribal Technical Assistance Program (LTAP/TTAP), a network of 58 centers established by the Federal Highway Administration (FHWA) to help local governments improve management of their transportation systems. These centers support the local agencies that manage more than 3 million miles of roads and over 300,000 bridges. One of the focus areas of LTAP/TTAP is safety—a topic of impact for all of us.

In summer 2011, the National Local Technical Assistance Program Association (NLTAPA) Executive Committee formally endorsed the FHWA strategic focus on safety and accepted the Association’s role as a leader in local road safety. In a move to strategically manage LTAP/TTAP Center safety efforts, NLTAPA and FHWA agreed to bring greater alignment in their work to enhance both individual centers and the program as a whole. NLTAPA is committed to its role as a primary partner in reducing deaths on our nation’s local and rural roads, and fully recognizes the challenges that local agencies face in this area.

One of the first actions that FHWA and NLTAPA took was to combine their individual safety groups into a jointly directed effort whose mission is to provide local, rural, and tribal road agencies with the safety training, materials, knowledge and

technical assistance needed to reduce fatalities and injuries on their roads. What this means in day-to-day activities is that there is a concerted effort to bring safety resources from both the FHWA Office of Safety and the Resource Center safety team, as well as partners such as ARTBA, American Public Works Association, American Association of State Highway and Transportation Officials, and National Association of County Engineers, into the hands of the LTAP/TTAP Center

National Network of Technical Assistance Programs Bolster Local Road Safety Effortsby Janet Leli


Janet Leli is New Jersey Local Technical Assistance Program director at

Rutgers, the State University of New Jersey: [email protected].

customers. The joint program delivers safety tools, technical publications, technical assistance, and training materials to LTAP/TTAP Centers, where they can in turn reach tens of thousands of people every year. Safety training accounts for about 40 percent of all LTAP/TTAP training conducted annually. While the majority of these workshops are work zone and worker safety-oriented, 11 percent is constituted by roadway safety topics. In 2014, LTAP/TTAP Centers provided more than a million participant hours of training to over 175,000 local, rural, and tribal road practitioners through nearly 2,000 workshops.

LTAP/TTAP Centers are supporting their local agencies with more than training. Efforts to boost the capacity of local public works and engineering departments are occurring through some very innovative activities. Nearly 20 centers are engaged in road safety audits, and more than half of the centers are conducting site visits to local departments to help identify and solve local safety problems. These are tremendous contributions in many small towns across rural America, where public works and road crew personnel are often minimal.

There are some great examples of where LTAP/TTAP Centers have been able to create programs that compliment the capabilities of their local agencies. Working with their state DOT and FHWA Division, the Connecticut LTAP implemented two “Circuit Rider” outreach programs in the past two years to assist local agencies. Two dedicated personnel, a Roadway Safety Circuit Rider and a Traffic Signal Systems Circuit Rider, allocate a considerable amount of time working in the field with municipalities identifying and addressing roadway safety issues to help cities and towns develop operation and maintenance plans to optimize their traffic safety.

Similar programs exist in other LTAP/TTAP Centers. In 2014, the Washington LTAP Center provided training and technical support to counties to develop local road safety plans. In Washington state, developing a local road safety plan was a requirement for eligibility for County Safety Program (CSP) funds, part of the local share of the federal Highway Safety Improvement Program. Washington LTAP provided summary data for each county in the state to both prioritize crashes by severity and type, and to provide comparisons to other county roads statewide. The Center also conducted workshops to increase understanding about local road safety plan content, and partnered with the FHWA Data and Analysis Technical Assistance Program to provide three training sessions on the Systemic Safety Project Selection Tool. The Center then provided local technical support and content review to help counties finalize their plans. Ultimately, 31 of 39 counties completed a local road safety plan in 2014, without any additional funds provided, and 30 of those counties received funding from the CSP program.

Identifying troublesome locations where safety countermeasures can be implemented is another area where centers have come to assist locals. Not only is access to crash

data an issue for many local agencies, but having the means to use that data to conduct solution-oriented analysis is another void centers can help to fill. About 65 percent of centers are able to access road safety data for their locals, and more than a third of centers are involved with data analysis and problem prioritization. Some LTAP/TTAP Centers, including Illinois, Kansas, Utah, New Jersey, and Louisiana, are working to solve the challenges of collecting crash data and conducting objective crash analysis on local road networks as a service to their local agency customers. Looking at data for hot spots or locations for implementing systemic safety improvements is critical in the decision making process for local agencies.

Across the country, and certainly within tribal jurisdictions, LTAP/TTAP is looking at ways to spread the safety message. Introducing the Highway Safety Manual and reinforcing the Manual of Uniform Traffic Control Devices are practices occurring in almost every state, providing local agencies with the “how” and “why” to keep roadway users safe. Centers act as a national network to share information, and they are able to coordinate safety messages among their constituents through their role as a trusted resource that understands local agencies. Thus, it is often the LTAP/TTAP Center that is able to bring together transportation professionals from different disciplines in order to address safety concerns at the local level.

If you are interested in learning more about the LTAP and/or TTAP Center that serves your area, please visit LTAP.org and use the center locator tool. LTAP Centers operate in all 50 states and Puerto Rico, and seven TTAP Centers serve regional tribal governments, all of which participate in some combination of safety activities.


ARTBA Foundation Announces Financial Assistance to 10 CHILDREN OF FALLEN HIGHWAY WORKERS

Alexis Keefe, Wyalusing, Pa.Alexis’s dad, Bret Keefe, was killed in a car accident in 2001 while working for the Pennsylvania Department of Transporta-tion. A senior, she is a marketing major at Bentley University near Boston.

Kaitlyn Henry, Dennison, OhioKaitlyn’s dad, Gary Henry, was struck by a construction vehicle and killed in 2013 while working on a state highway construction project on Interstate 270 near Columbus. Kaitlyn, a rising senior at Ohio University, is an intervention specialist major.

Leah Barnes, Bronx, N.Y.Leah’s dad, Donald Barnes, worked for the New York State Thruway Authority and was permanently disabled in 1995 when he was struck by a vehicle. Leah is studying elementary education at Delaware State University in Dover.

Lyndsay Morgan, Daytona Beach, Fla.Lyndsay’s father, Steven Morgan, was killed in a November 2011 accident while work-ing on Interstate 75 in Florida. She is a junior at Florida Gulf Coast University and majoring in communication studies.

Carl Moser, Middletown, Md.Carl’s dad, Richard Moser, was killed in 2007 while working for the Maryland State High-way Administration on U.S. 340 in Freder-ick. In the fall, Carl will attend Franklin W. Olin College of Engineering in Massachu-setts and will study electrical and computer engineering.

Vybav Hiraesave, Dover, Del.Vybav’s father, Vasuki Hiraesave, was killed in a March 2006 accident while working for the Delaware Department of Transportation. Vybav, a senior at the University of Delaware, is a chemical engineering major.

Willie Blevins, Danielsville, Ga.Willie’s mother, Kathy Blevins, worked for the Gwinnett County Department of Transportation. She was painting turn-lane lines in 2004 when her vehicle was struck and she was killed. Willie will be attending the University of Tennessee in the fall and plans to study chemistry.

Standra Jones, Jr., Gaston, S.C. Stan’s dad, Standra Jones, worked for the South Carolina Department of Transportation. He was taking down work zone traffic controls on I-26 in Lexington County when he was struck and killed in 2007. Stan will attend Clemson University in the fall and major in architecture.

Emily Jones, Billings, Mont.Emily’s father, Richard Jones, was killed in a car accident in 2013 while working for Direct Traffic Control. Emily attends Mon-tana State University and majors in criminal justice.

Amy McNeil, Kountze, TexasAmy’s father, Jeffrey McNeil, was killed in 2005 while working for the Texas De-partment of Transportation on U.S. 69 in Beaumont. Amy will begin a registered nursing program in the fall at Indiana State University.

One of the ARTBA Transportation Development Foundation (TDF) programs that has a positive impact on young adults across America is the “Lanford Family Highway Worker Memorial Scholarship Program.” For the past 15 years, the program has provided more than 120 scholarships to the children of highway workers who were permanently disabled or killed in roadway construction and maintenance accidents. In April, the Foundation’s Trustees awarded to these 10 students:

The ARTBA-TDF is interested in receiving contact leads on students who could benefit from the scholarship program. Please share them with ARTBA Program Manager Kashae Williams at [email protected].


The ARTBA Foundation expresses its appreciation to the following organizations and individuals for their recent support of the “Lanford Family Highway Worker Memorial Scholarship Program”:

The Fernandez Pave The Way Foundation

3M Company

Donald B. and Dorothy L. Stabler Foundation

American Association of State Highway and

Transportation Officials (AASHTO)

The de Moya Group

Beaty Construction via the Blue River

Community Foundation

Wagman Corporate Community Fund of York

County Community Foundation

Asphalt Materials, Inc.

Virginia Transportation Construction Alliance

Lanford Brothers Company Inc.

Trumbull Corp.

Maryland Quality Initiative (MdQi) and

Maryland Transportation Builders and

Materials Association

Vinci Concessions

Patriarch Contracting, LLC

Paul and Anita Yarossi

David and Bobbi Gehr

Lynn Lanford Kirby

Kathleen Bergeron

Sidney Florey

Robert and Virginia Close

Paul and Cheryl Drury

2015 ARTBA Foundation

Safety Awards

Application Deadlines

Roadway Work Zone Safety Awareness

The awards are divided into these categories:

DEADLINE: AUGUST 17

Contractor SafetyPromotes the concept that worker safety and health

is a core value of the transportaiton design and

construction industry.

DEADLINE: AUGUST 28

Submit nominations: www.artbatdf.org.

Awards will be presented at the 2015

National Convention held September 27-29

in Philadelphia, Pa.


More than 3 million miles of roads and over 300,000 bridges in the United States are owned and maintained by local governments.

In 1982, the Federal Highway Administration established the Local Technical Assistance Program (LTAP). In 1991, the Tribal Technical Assistance Program (TTAP) was also created. LTAP and TTAP help local governments improve management of their transportation networks.

There are 58 LTAP/TTAP Centers: one in each state, one in Puerto Rico, and seven regional Centers that serve tribal governments. Most Centers are housed at colleg-es, universities and state departments of transportation.

and environmentally sound surface transportation system by improving skills and increasing knowledge of the transportation workforce and decision makers. LTAP/TTAP strives to improve safety for users on local roads, help local governments build and maintain their

The FHWA LTAP/TTAP Clearinghouse, managed by the American Road & Transportation Builders Association- Transportation Development Foundation (ARTBA-TDF), provides program support for LTAP and TTAP Centers.

road workers how to do their jobs safely.

The national program focus areas are safety, workforce development, infrastructure management and organiza-tional excellence. LTAP/TTAP Centers help communities improve the quality and condition of their transportation network.

For more information about the LTAP and TTAP, or to get contact information for your local LTAP/TTAP Center, please visit:

www.LTAP.org

Local & Tribal Technical Assistance Program

Essential Tools to Improve the Local & Tribal Transportation Network

Training, Knowledge Exchange & Direct Assistance


EPA Issues Rule on U.S. Waters, Plus Other Regulatory News by Nick Goldstein

environmental & regulatory affairs:

[email protected].

Used to be a ditch was just a ditch, something engineered along

roadways to whisk away rain and keep motorists safe.

Now that same ditch might be a federally regulated waterway.

The U.S. Environmental Protection Agency (EPA) issued a major rule May 27 relating to the Clean Water Act. It will require additional burdensome permit-ting requirements and could be used as a litigation tool by project opponents, both of which will result in delays to key transportation improvements.

At issue is how EPA’s attempts to define the types of bodies qualifying as “waters of the United States” and therefore subject to federal authority.

In comments submitted to the agency multiple times and in congressional testimony, ARTBA has noted that “roadside ditches are not, and should not be regulated as, traditional jurisdic-tional wetlands as they are not connected water bodies and contribute to the public health and safety of the nation by dispersing water from roadways.”

The new rule, however, does not categorically exempt roadside ditches from federal jurisdiction. Instead, the EPA sets forth a myriad of qualifications for a ditch to be exempt from permitting requirements. Such a

piecemeal approach will only lead to increased confusion and delays, while also allowing opponents to use the rule as justification for filing lawsuits to stop projects from moving forward.

On the legislative front, there has been an effort in both the House and the Senate to stop the EPA rule. The House passed the “Regulatory Integrity Protection Act” (H.R. 1732), a measure which would force EPA to withdraw its proposed rule and begin the regulatory process anew. Companion Senate legislation, the “Federal Water Quality Protection Act” (S. 1140), has been intro-duced but not yet scheduled for a vote.

ARTBA sent letters of support to legislators supporting both measures.

Other Regulatory Fronts Meanwhile, in other regulatory news, proposed guidance by the Federal Highway Administration and Federal Transit Administration containing multiple ARTBA-supported reforms could shorten the timeframe for the most comprehensive forms of environmental review for transportation projects by multiple years. Specifically, the guidance outlines a process for environmental impact statements—which can often stretch on for a decade or more—to be completed in a maximum of four years. The guidance also establishes deadlines for federal permitting decisions as well as

financial penalties for agencies missing those deadlines. ARTBA offered strong support for these changes and urged the agencies to continue to aggressively implement all of the project delivery reforms contained in the 2012 “Moving Ahead for Progress in the 21st Century” (MAP-21) reauthorization law.

There have also been developments in the area of federal hours of service regulations. Specifically, key provisions of the federal hours of service rule would be suspended as a part of U.S. DOT funding legislation approved May 13 by the House Appropriations Committee. If enacted, the provisions, which were supported by ARTBA and 120 other trade associations, would strike current regulations requiring drivers to rest on two consecutive days between the hours of 1 a.m. and 5 a.m., in order to qualify for the 34-hour “restart” to their driving week.

Further, a related requirement that the restart only be utilized once every seven days would also be eliminated. As a result, drivers would be able to once again restart their work week by resting for 34 consecutive hours, regardless of the time of day, and perhaps begin a new restart less than seven days after the previous one. Despite these developments, ARTBA continues to maintain the hour of service rule is meant to regulate long-haul truckers and is fighting for a legislation exempting the entire transportation construction industry from the rule.

For a complete listing of all of ARTBA’s 2015 regulatory activity, visit the “regulatory” section of www.artba.org. ARTBA will continue to actively engage in all regulatory affairs impacting transportation construction and ensure the voices of our membership are heard.


Nearly 40 states have introduced measures relating to transportation funding in 2015, so it’s clear that governors and state legislators are

concerned about addressing their infrastructure challenges.

So far, states have approved nearly $3 billion in new transportation funding, which will result in jobs and other opportunities for local and regional economies.

At ARTBA’s 2nd Annual “National Workshop for State & Local Transportation Advocates,” held July 15 in the Nation’s Capital, participants will explore the impact of these developments. They will meet as Congress faces a July 31 deadline to fix the Highway Trust Fund, which supports an average of 52 percent of state capital outlays for highways and bridges.

Fourteen states have raised their gas tax in the past three years, including Georgia, Iowa, Idaho, South Dakota, Utah and Nebraska in 2015. The Cornhusker State required a dramatic override of the governor’s veto to preserve the increase. A Michigan transportation funding initiative was defeated in May, but nine of 12 local measures were approved in the same election.

At the workshop, transportation advocates will discuss some of the “lessons learned” from such battles. There will be an interactive session where attendees break into small groups to discuss their own real-world campaign challenges and share “best practices” on how to overcome them.

“It was invaluable hearing from other states that had been successful in getting funding,” said 2014 workshop attendee Maria Fuentes, executive director of the Maine Better Transportation Association. “It was also helpful hearing from those states that hadn’t been successful.”

At least eight state legislatures were still actively considering funding proposals as advocates began to register for this year’s workshop, which is hosted by the Transportation Investment Advocacy Center (TIAC) and held in conjunction with ARTBA’s Public-Private Partnerships (P3) Conference. Dozens of transportation funding referendums are expected to reach the ballot in the coming year.

“There is so much at stake with these funding issues,” said Seth Millican, director of the Georgia Transportation Alliance. “Politics is the process of making good policy, but the process is relational. This workshop provides an opportunity to build relationships and get better access to data and information.”

State and Local Transportation Initiatives Focus of July 15 Workshopby Mark Holan

HYATT REGENCY WASHINGTON, WASHINGTON, D.C.

WEDNESDAY, JULY 15

Transportation Investment Advocates Council Breakfast Meeting All attendees welcome

Welcome Remarks

Trends in State and Local Transportation Funding Dr. Alison Premo Black, chief economist, ARTBA

Express Learning I: Transportation Ballot Measures—Lessons Learned from Missouri Len Toenjes, CAE, president, Associated General Contractors of Missouri

10:00 - 10:15 a.m. Networking Break

10:15 - 11:00 a.m. Roundtable Workshop: Bring Your Biggest Challenge, Get Your Best Solution Attendees break into small groups to discuss their own real-world campaign challenges and share advice on how to overcome them.

11:00 - 11:15 a.m. Dire States Case Construction

AGENDA


Millican will address the workshop about Georgia’s local successful and failed initiatives. Like Fuentes, he is a co-chair of the Transportation Investment Advocates Council, which was created in March as an arm of TIAC. Membership on the council is free, and benefits include free participation in regional conference calls and webinars throughout the year, plus informative email subscriptions to publications such as the monthly “State Transportation Funding Initiatives Report.”

Other council co-chairs include Craig Thompson, executive director of the Wisconsin Transportation Development Association; Juva Barber, executive director of Kentuckians for Better Transportation; and Scott Haywood, president of Move Texas Forward.

ARTBA Chief Economist Dr. Alison Premo Black also will address the July 15 workshop to provide an overview of legislative efforts, ballot initiatives and political trends in transportation funding. Black issued a report earlier this year showing that among state legislators who voted for a gas tax increase in 2013 and 2014, 95 percent of Republicans and 88 percent of Democrats were reelected.

“State and local investment provide about half of all funding for highway and bridge construction spending across the country—and we have seen a record number of legislative initiatives and ballot measures in the past year,” Black said. “The momentum is going to continue, and this workshop will provide valuable insights for transportation advocates.”

Other key “Express Learning” sessions at the workshop include:

A roundtable discussion on successful “lockbox initiatives” in Maryland and Wisconsin;

Lessons learned from recent campaigns in Kentucky, Massachusetts and Rhode Island;

A luncheon panel with state legislators; and

A roundtable discussion on recent initiatives in Texas and New Hampshire.

Register at www.transportationinvestment.org.

Contact ARTBA Transportation Investment Advocacy Center Manager Carolyn Kramer at 202.289.4434 or [email protected] with any questions about the program.

11:15 a.m. - 12:00 p.m. Express Learning II: Protecting State Transportation Funds—A Roundtable Discussion on Successful “Lockbox” Initiatives in Wisconsin and Maryland Craig Thompson, executive director, Transporta-tion Development Association of Wisconsin Brian O’Malley, executive director, Central Maryland Transportation Alliance

12:00 - 1:00 p.m. Lunch with Panel of State Legislators

1:00 - 1:45 p.m. Express Learning III: Indexing Legislation—Lessons Learned from Recent Campaigns in Kentucky, Massachusetts and Rhode Island Juva Barber, executive director, Kentuckians for Better Transportation John Pourbaix, executive director, Construction Industries of Massachusetts Tim Scanlon, executive director, Construction Industries of Rhode Island

Express Learning IV: Georgia Local Transportation Initiatives Seth Millican, director, Georgia Transportation Alliance

Networking Break

Express Learning V: Raising New Revenues—A Roundtable Discussion on Recent Initiatives in Texas & New Hampshire Scott Haywood, president, Move Texas Forward Larry Major, director of government relations, Pike Industries

Presentation: P3 Projects from Across the Nation Matt Girard, chief operating officer, Plenary Concessions

4:15 - 4:25 p.m. Closing Remarks

Capitol Hill Reception

AGENDA

Mark Holan is ARTBA editorial director: [email protected].


Equipment-specific safety tips across all brands that complement an operator’s manual; AEM materials are not a substitute for the manufacturer’s manual.

Convenient and cost-effective— useful for individual training and group safety sessions at the worksite or in the classroom.

Safety Do’s and Don’ts presented in easy-to-follow format with clear language and illustrations to aid understanding.

For more information, visit www.safetymaterials.org, or contact AEM’s James Vos at [email protected].

Safety Pictorial Database AEM has also developed an online safety pictorial database for industry recognized representations. This free service promotes effective safety messaging through the use of consistent pictorial images that are not dependent on language to warn operators and others of potential dangers.

The database covers both hazard identification and hazard avoidance, and the graphics are common to many industry segments and product lines. It is searchable by categories, keywords, and content.

AEM also offers an online directory of voluntary industry safety sign and symbol standards, from organizations including American National Standards Institute (ANSI), International Organization for Standardization (ISO) and SAE International.

Find both the database and directory online at www.aem.org in the Safety, Regulatory and Technical section.

AEM corner

AEM Offers 10 Safety Tips, and 50+ Manuals, Videos and Other Training Tools

More than 80,000 construction workers are injured on the job every year in the U.S., about a quarter of them on transportation-related projects. The Association of Equipment Manufacturers (AEM) joins ARTBA’s commitment to safety and believes adequate and proper training can play a positive role.

“Operator safety is paramount, of course, but added benefits include increased worker productivity, less downtime from accidents and fewer repair costs from improper maintenance,” noted James Vos, AEM safety materials manager.

While specific machine operating guidelines may vary, the tips below offer a general safety overview. They may seem basic, but can help workers avoid shortcuts and “think safety.”

1. Follow a safety program and take advantage of offered training programs. Never assume accidents cannot happen to you.

2. Know the rules governing equipment preparation and start-up, operation and maintenance.

3. Protect yourself—Wear all personal protective clothing and personal protective equipment (PPE) provided or called for by job conditions.

4. Be alert and know where to get help in a hurry. For example, know where to find and how to use a fire extin-guisher/fire suppression system and first aid and emergency equipment.

5. Fasten seat belt or operator restraint before starting.

6. Never allow unauthorized riders, especially children, near, on or operating the equipment.

7. Use three-point contact (handholds and steps) and face the equipment when mounting or dismounting.

8. Know the work area before you use the equipment and be aware of possible hazards.

9. Know the equipment and read and understand all safety labels and in-formational signs and instructions.

10. Set an example —for your well-being and the protection of others, encourage fellow workers to act safely.

AEM is active in many organizations, coalitions and programs advancing safety, and it also produces an extensive series of more than 50 safety manuals, videos and related safety and training products to help companies and operators incorporate safe practices into the workplace.

Select materials are available in Spanish and other languages. Some safety materials are offered in downloadable files or in DVD format.

Machinery covered includes asphalt pavers, backhoe/loaders, cold planer/soil stabilizers, compact excavators, crawler tractor/loaders, graders, hydraulic breakers and excavators, dump trucks, roller compactors, scrapers and skid steer loaders.

Hallmarks of AEM safety and training products include:

Manufacturer-developed, consensus-written material through AEM working groups, and updated regularly.

AEM provides trade and business development -

ment, products and services used world-wide in the agricultural, construction, forestry, mining

-waukee, Wisconsin, with offices in the capitals of Washington, D.C., Ottawa, and Beijing.


ADVERTISER INDEX

Promote your company’s products and services in

Contact ARTBA’s Peter Embrey at 202.289.4434 or [email protected]

Check out our rates in the 2015 media kit available

at www.transportationbuilder.org.

Advertise with “Transportation Builder”

nature whatsoever, to reject, cancel or suspend any advertising in whole or in part, in which case any fees paid in advance shall be refunded to the advertiser on a pro-rata basis.”

HIGHWAY SAFETY PRODUCTS & RESOURCES

Trinity

www.trinityhighway.com........................................IFC

Mobile Barriers

www.mobilebarriers.com............................................4

Roadway Safety + Training Program

www.workzonesafety.org..........................................15

Harwood Grant

www.workzonesafety.org...........................................16

Plastic Safety Systems

www.plasticsafety.com...............................................21

3M

www.3m.com/roadwaysafety....................................22

LTAP

www.ltap.org...............................................................36

Briteline

www.brite-line.com....................................................42

SOFTWARE

HCSS

www.hcss.com..............................................................5

B2W Software

www.b2wsoftware.com/artba...................................40

CONSTRUCTION EQUIPMENT, PRODUCTS & SERVICES

Weiler

www.weilerproducts.com............................................7

John Deere

www.johndeere.com/scrapers.................................. 23

Caterpillar Inc.

www.cat.com/paving.............................................. IBC

Wirtgen America

www.wirtgenamerica.com.......................................BC

May-June 2015


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QEXC1879© 2015 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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may/june 2015 tb

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