construction saffy g gety engineeringacademic.csuohio.edu/duffy_s/section_01.pdf · construction...

Construction Safety Engineeringf y g g

Spring Semester, 2007Stephen F. Duffy PhD, PE, F. ASCE

Cleveland State UniversityWork Zone Safety and Efficiency Transportation Center

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Introduction

CVE 490/593 – Construction Safety Engineering

Course: (4-0-4) Prerequisites: CVE 403 Construction Planning and Principles of Estimating A study in safety principles as they relate to construction sites and projects with a focus on heavy highway construction. Elements include accident record keeping, reporting, requirements of the OSHA code; inspection for safety and hazards, risk control; and management issues related to these Learn how to develop and implement a companyand management issues related to these. Learn how to develop and implement a company safety program which includes identifying hazards as well as communicating safety policy to workers. Guest lecturers from industry will provide practical, hands-on experience.

References: "Construction Safety and Health," David Goetsch, Prentice Hall, 2003.OSHA Construction Standard 29 CFR 1926Work Zone Safety Work Rules 23 CFR 630 Subpart J

Grades: Your grade for the course will be determined by your performance on homework assignments and term papers in the following manner:

Term paper 40%P t ti /Di i 30%Presentation/Discussions 30%Certification Exams 30%

Term paper theme is: “Government, Construction and Engineering Design – What Kind of Safety Elements/Structures are Needed in Each Arena”


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Introduction

Course InstructorStephen F. Duffy PhD, PE, F. ASCE

P f Ch i f Ci il d E i l E i iProfessor , Chair of Civil and Environmental EngineeringTransportation Center Director

216-687-3874Stillwell Hall 114

[email protected]

Professor Duffy has been employed continuously at Cleveland State University since September 1985 He is past chair of ASTM Sub Committee C 28 02 Design and EvaluationSeptember 1985. He is past chair of ASTM Sub-Committee C 28.02 Design and Evaluation (of ceramic components). He has chaired ISO Working Group 11 (Fine Ceramics). Professor Duffy has published numerous technical papers and book chapters in the area of structural reliability, viscoplasticity, and how these topics relate to monolithic ceramics, CMCs, MMCs, and metal alloys. He has served on the executive committee of the American Society of Civil Engineers (ASCE) national Transportation Security Committee for over 5 years. He is a Fellow of ASCE and has served on the Cleveland Section Board of Directors of ASCE since 1996since 1996.


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Professor Duffy has over 19 years experience in the area of designing components fabricated from ceramic materials. He has been associated with the Life Prediction Branch at NASA Glenn Research Center since 1987. Research efforts supported by NASA have focused on developing reliability based design algorithms for monolithic and ceramic matrix composites. This work has led to the development of the NASA C/CARES computer code (Composite C i A l i d R li bilit E l ti f St t ) ll i tCeramic Analysis and Reliability Evaluation of Structures) as well as various parameter estimation software algorithms.

Professor Duffy has been supported by the DoD (Army Research Lab) as well as the DoEthrough Oak Ridge National Lab (ORNL) and Lawrence Livermore National Lab (LLNL). DoE efforts have focused on providing industry partners with help in designing ceramic based components used at elevated service temperatures. He was under contract with ARL to conduct design studies relative to ceramic gun barrels as well as ceramic armorconduct design studies relative to ceramic gun barrels, as well as ceramic armor.

Office Hours: Mondays and Wednesdays 4:00 – 6:00 PM; and by appointment


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Course Objectives

• Learn methods used in measuring safety performance and understand industry benchmarking techniques

L h f l i d d id f• Learn how safety regulations and procedures can guide safety programs

• Learn appropriate procedures for comprehensive safety planning

• Understand the steps required in providing traffic controlp q p g

• Learn how to develop project traffic control plans

• Learn how to adapt traffic control plans to site specific conditions

• Learn how to supervise the installation and operations of work zone traffic control devices

• Understand business/economic aspects of safetyp y


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Challenge – Invest in SafetyEmployers and/or employees who don’t “invest” in safety are not unlike the “poor soul”Employers and/or employees who don t invest in safety are not unlike the poor soulwho relies on the weekly lotto as his or her retirement program; odds are, they’re not going to make it. A much better financial strategy is to invest steadily over a long period of time to insure growth and ultimate security. The same is true for jobsite safety.

Almost six times as many construction work injuries are the result of unsafe acts as compared to those caused by unsafe conditions. If we review the industry’s accident experience over the years, we will find that the reduction in accident rates has occurred as th lt f i d h i l i ti f th j b i d f t i d dthe result of improved physical inspection of the jobs, improved safety-minded supervision, and advances in engineering and design. Yet, in spite of those noteworthy efforts, a large number of accidents continue to happen each year.

W k h t t d b f t d i ti th f il t thWorkers who are protected by safety devices sometimes remove them or fail to use them. People who are told about hazards often seem to ignore the warnings. Well-trained, experienced workers seem at times to forget what they have learned. The details described on some accident investigation reports make one wonder if employees are actually trying g p p y y y gto get hurt! Above all, individuals can and do forget that nothing is so important as safety.


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Different groups of people treasure different things. Here in America, one of the things we treasure most is safety. What is your safety worth to you? It should be priceless. You can’t buy it but you can invest in it over the long runcan t buy it, but you can invest in it over the long run.

You can “invest” your time learning the common sense rules of safety, and you can “invest” your undivided attention in following safety procedures at all times. You can also “invest” your concern for your co-workers so that they work safely too Thesealso invest your concern for your co-workers so that they work safely too. These actions pay safety dividends – just like money in the bank!

Just like a well-funded retirement account, good jobsite safety practices let you relax and sleep well at night knowing that your safety has been prioritized and planned forsleep well at night, knowing that your safety has been prioritized and planned for.

You can’t buy this peace of mind, but you can be sure that all the time and effort you spend to keep safe, day by day, is a wise and sound investment in your family’s happiness, and that is what safety should be worth to you.and that is what safety should be worth to you.

Why take a chance with an unsafe act? You know when you’re working in an unsafe manner. You don’t have to be told. Invest in your safety and well-being. Do it for yourself. Do it for your family! you se . o t o you a y!


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CSU Transportation Center - Historical Background

January 2002 - Initial discussions regarding establishing a transportation center took place at the OCA Student Bid Competition.

February 2002 – Initial meeting with Congressman LaTourette requesting support.

September 2002 –Congressman Latourette commits to support a center at CSU.

March 2003 – ODOT hosts a meeting for all Ohio Universities interested in federal support for university transportation centers.

June 2003 – Chance meeting with Congressman Regula results in a commitment for an earmark to support work zone curriculum development through the Department of Education.

January 2004 – Omnibus bill is passed by Congress and signed by the President. Bill contains the Regula earmark ($248,000, 1 year).

July 2005 – Conference committee reconciles senate and house versions of the SAFETEA-LUbill; CSU included as a Tier II transportation center ($500,000 per year, 4 years, 1 for 1 local match).


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Hazardous Work ZonesFor the most part traffic must share a construction zone with construction

i t d l S f t i d t ti it hequipment and personnel. Safety in roadway construction sites has always been a priority within the heavy highway industry. However highway work zones continue to be particularly hazardous to motorists and construction personnel, as well as public maintenance personnel.p , p p

On average 1/3 of work id i lzone accidents involve

trucks. This over representation of trucks based on traffic volume based o t a c vo u eis significant because most work zone design standards are based on

hi lpassenger vehicles.


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Causes of Work Zone AccidentsW k t t ti l h d i l dWorker exposure to potential hazards include:

• Unexpected or confusing situations

• Obstructions close to lane corridor

• Diverted attention of motorist (e.g., cell phone)

• Unclear travel path

• Interaction between workers, machinery, equipment, trucks and vehicles within the work space

• Night operations

Pressure to complete project early exacerbates the situation, and the list above is not comprehensive

Examples ofExamples of Common Hazards in

Highway Work ZonesZones

Lane Transition Area at Highway Work Zone


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Hazard to On-Foot Workers: Type of BarrierType of Barrier

No Rigid barriers to separate workers from passing trafficworkers from passing traffic


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Hazard to On-Foot Workers: Too Close to Traffic LaneToo Close to Traffic Lane

Truck may be traveling at a high g gspeed

Worker is in traffic lane


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Hazards to On-Foot Workers: Working Near Equipment

Workers in close proximity to equipment


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Hazards to On-Foot Workers

Working too close to equipment against a rigid barrier (possible pinch point)


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Improper Flagging Techniques

Flagger is not using hard hat Flagger is sitting while working

Flagger is not flagging, is not using hard hat and is facing back to traffictraffic


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Improper Personal Protective Equipment

Using cell phone in middle of the l (di t ti )

No steel toed shoes

lane (distraction)

No shirts (and other PPE)


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Hazardous Work Environment (Poor Visibility)

Hard to see a worker in the shadow of a truck Lack of high visibility

apparel/vest


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Equipment Rollovers


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Overhead Power LinesOverhead Power Lines

Truck/equipment in potential contact with overhead power lines, which may result in electrocution


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Hazards of Heavy Equipment: Impaired y q p pVision

Broken windows


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P ki H dParking Hazards

Parked car too close to heavy equipment in Incident involving parked car and loadery q poperation


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National StatisticsMotorists and construction personnel are placed at risk as we repair our

ti ’ hi h i f t t I th 2000 1000 l

Work Zone Fatalities

nation’s highway infrastructure. In the year 2000 over 1000 people were killed. On average over 37,000 are injured every year.

1000

1200

1400 On average approximately 15% of the fatalities are

i

400

600

800 non-motorists. Heavy highway construction is one of the most

0

200

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004

o t e ostdangerous occupations an individual can go i t

Source – National Work Zone Safety Information Clearinghouse.into.


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Fatality Statistics by Industry Type

TYPE OF CONSTRUCTION INDUSTRY

AVERAGE ANNUAL FATALITY RATE

(Deaths per 100,000 workers)

1997 2001

Highway and Street Construction 39.21 44.65

( )

All Construction except Highway and Street Construction Workers 18.13 18.99

Building Construction (Residential 13 91 11 30and Non-Residential)

13.91 11.30

Risk of death of Highway and Street Construction workers is2 to 4 times that of the remainder of the construction industry,

and building construction industry.Census of Fatal Occupational Injuries (CFOI), Bureau of Labor Statistics


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Distribution of Work Zone Fatalities by Occupation 1992 1999 AverageOccupation, 1992-1999 Average

Operating engineers Supervisors

7% Truck drivers9%

engineers9% 7%

Other trades33%

Construction laborers

Source: NIOSH/CDC. “Deaths Caused by Vehicles and Heavy Equipment on Construction Sites,” Sept. 2002

laborers42%


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Events Leading to H&SC Worker Fatalities Nonhighway

Transportation Struck by Object7%

Struck by Falling Object

4%pIncident

8%7% 4%

Contact with Objects and

Equipment14%

All Others8%

Noncollision Highway Incidents

9%Caught in

Equipment or Object

14%

Collision between Vehicles

10% Hi h

Object5%

Fall to Lower LevelHighway

Transportation Incident

23%

Level3%Harmful

Substances or Environment

Contact with Current

(Electrocution)4%

Occupational Fatalities - Average 1992-2002 5%4%

(Source: Bureau of Labor Statistics)


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Ohio StatisticsIn 2003, there were more than 7,400 work zone crashes with more than 2 500 injuries and 13 deaths including two ODOT workers

40

Work Zone Fatalities

2,500 injuries and 13 deaths, including two ODOT workers.

25

30

35

10

15

20

0

5

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004

Source – National Work Zone Safety Information Clearinghouse.


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Work Zone Crashes – Ohio

Historically work zone crashes in Ohio have fluctuated from year to year In 2004Historically, work zone crashes in Ohio have fluctuated from year to year. In 2004,there were 6,389 work zone crashes resulting in 2,350 injuries and 14 deaths. In 2003,there were 7,409 work zone crashes with 2,504 injuries and 16 deaths, including twoOhio Department of Transportation workers. While construction and maintenanceworkers are at obvious risk, national studies indicate 80 percent of fatalities in a workzone are highway users.

The most common causes of crashes are following too closely failure to yield andThe most common causes of crashes are following too closely, failure to yield andspeeding. Many work zone crashes occur at interchanges where motorists are mergingonto the highway. In addition, commercial vehicles are increasingly involved in workzone crashes – about 25 percent in 2004.


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Congestion Related Accidents - Ohio

As congestion continues to grow statewide so does the number and frequency ofAs congestion continues to grow statewide, so does the number and frequency ofcrashes. A recent analysis of Ohio revealed that about 43 percent of all freewaycrashes occur on 12 percent of Ohio's freeway system, the most congested sections inthe state. In addition, about 50 percent of all urban congestion is caused by crashesand other highway incidents such as spills. By focusing improvements in these areas,Ohio could significantly reduce the number of crashes.

Congestion-related crashes are typically caused by unexpected slowdowns that resultCongestion-related crashes are typically caused by unexpected slowdowns that resultfrom high, peak-hour traffic volumes, work zone lane restrictions and roadway crashesand spills. Common crash types include rear-end, side-swipe and angle collisions.About 27 percent of all crashes in Ohio are rear-end collisions. Rear-end collisionswere also the third leading crash type associated with fatal and serious injuries on Ohioroadways between 2001 and 2004.


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Example of Congestion Strategies – Ohio

• Target congested highway segments for improvements including adding roadwayTarget congested highway segments for improvements, including adding roadway capacity as well as deploying access management techniques

• Continue to develop innovative practices designed to maintain traffic flow throughout construction

l l d d f l li k f h f• Develop pre-planned detours for closures on any link of the state freeway system to reduce the impact of lane closures due to spills, crashes etc.

• Educate motorists to move minor crashes off the road• Educate law enforcement and fire departments on “Quick Clear” protocolsEducate law enforcement and fire departments on Quick Clear protocols• Work with law enforcement agencies to develop special enforcement programs that

target congested, high-crash areas, such as Ohio Safe Commute• Deploy freeway service patrols to clear debris and minor incidents before they cause a

j blmajor problem• Develop intelligent transportation systems (cameras, overhead message signs) to

inform motorists of incidents, congestion and detours


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Ohio Coalition for Roadway Safety

This coalition includes:

• Ohio Department of Transportation (ODOT)• Ohio Department of Public SafetyOhio Department of Public Safety • Ohio State Highway Patrol• Ohio Rail Development Commission• Public Utilities Commission of Ohio (PUCO)

F d l Hi h Ad i i t ti (FHWA)• Federal Highway Administration (FHWA)• Federal Motor Carrier Safety Administration (FMCSA)• Federal Railroad Administration (FRA)• National Highway Traffic Safety Administration (NHTSA)g y y ( )

These safety partners will encourage all state and local agencies and organizations to focus their safety activities and programs in support of this plan and


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The Safety Professional

Safety is a multidisciplinary field requiring knowledge in the physical, chemical, biological and behavioral sciences as well as knowledge in mathematics and engineering. Safety professionals come from a variety of undergraduate and graduate degree programs including chemistry, biology, management, psychology, occupational safety and health as well as engineering However a large segment of the safety profession are not engineerswell as engineering. However, a large segment of the safety profession are not engineers.

The Board of Certified Safety Professionals (BCSP) defines a safety professional as a person engaged in the prevention of accidents, incidents and events that harm people, property or the environment. They use qualitative and quantitative analysis of products, systems and operations to identify hazards.

They evaluate hazards to identify what events can occur and what is the likelihood ofThey evaluate hazards to identify what events can occur and what is the likelihood of occurrence, severity of results, risk and cost. They identify what controls are appropriate and their cost effectiveness. Safety engineers may manage and implement these controls.

Th d i ifi i i h fi ld i h CSP ff d b h BCSPThe predominant certification in the field is the CSP offered by the BCSP.


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The Safety Engineer

A safety engineer is different from a safety professional. While a safety professional may h i i i i b i h ld i i dnot have engineering training, to be an engineer one must hold an engineering degree.

The engineer has a knowledge of mathematics and the naturals sciences and develops ways to optimize the utilization of materials and forces in nature that benefit mankind. y pAn engineer is well versed in engineering analysis and design. Engineering design consist of methods and procedures to devise a system, component or a process to meet some specific social and/or economic need.

Only a licensed engineer may prepare, sign, seal and submit engineering plans and drawings to a public authority for approval. This lies outside the purview of a safety professional, and by this fact it is obvious that a PE has an inherent responsibility to focus on safety. Thus a licensed professional engineer must have some training in safety principles.

Safety should be a core engineering topic Safety as a topic should cut horizontally acrossSafety should be a core engineering topic. Safety as a topic should cut horizontally across all the subdisciplines of Civil Engineering (water resources, environmental, structural, geotechnical, etc.). This is the motivation for this course.


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Design for Safety

The most effective way to prevent injuries and fatalities in the workplace is to address hazards in the design phase. The first step in any design is the creation of a preliminary plan. At this point an engineering analysis would include

• Potential failure modes• Taking into account intended use• Identifying misusesy g• Assessing the capabilities and known behaviors of users• Identifying sources of human error• Assessing installation, maintenance, lack of maintenance and degradation over time

In essence design for safety should be incorporated into a life cycle assessment of a system or component.


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Once hazards are identified, the design for safety methodology is applied as follows:

1. Design out the hazard or reduce the risk to an acceptable level

2. Incorporate safety devices

3. Provide warning devices

4. Institute administrative procedures that include training and developing i doperations procedures

5. Provide personal protective equipment (PPE)

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