ATSSA NEW PRODUCTS SHOWCASE / SMART WORK ZONES

FAIR
WARNING Leveraging
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to save lives

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Safety starts by evolving
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Because we value safety
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 CONTENT
Scranton Gillette Communications
3030 W. Salt Creek Lane, Suite 201
Arlington Heights, IL 60005-5025
847.391.1000 • Fax: 847.390.0408
www.RoadsBridges.com

STAFF
MANAGING EDITOR
Brian W. Budzynski
bbudzynski@sgcmail.com / 847.391.1052

ASSOCIATE EDITOR
Tim Bruns
tbruns@sgcmail.com / 847.391.1037

GRAPHIC DESIGNER
Larry Nigh
lnigh@sgcmail.com / 847.954.7936

STOREFRONT COORDINATOR
Frankie Corrado
fcorrado@sgcmail.com / 847.954.7940

MANAGEMENT
SR. VICE PRESIDENT/GROUP PUBLISHER
Ryan Hanson
rhanson@sgcmail.com / 847.391.1059

ASSISTANT DESIGN MANAGER

Dara Rubin
drubin@sgcmail.com

DIRECTOR OF AUDIENCE
& DATA DEVELOPMENT
April Hanrahan
ahanrahan@sgcmail.com

MARKETING MANAGER
Christine Book
cbook@sgcmail.com

CORPORATE
CHAIRMAN EMERITUS (1922-2003)
H.S. Gillette
8
CHAIRPERSON
K.A. Gillette

CHIEF EXECUTIVE OFFICER

E.S. Gillette

PRESIDENT
Rick Schwer

CHIEF OPERATING OFFICER

David Shreiner

SR. VICE PRESIDENT

Ann Fallon O’Neill

VICE PRESIDENT OF CUSTOM MEDIA

& MARKETING
Diane Vojcanin

DIRECTOR OF STRATEGIC
PRODUCT DEVELOPMENT
John Atwood 14 19
ADVERTISING SALES
PUBLISHER (MIDWEST/WEST)
Brandon Williamson
bwilliamson@sgcmail.com / 512.739.2102
Fax: 847.390.0408

INTEGRATED MEDIA CONSULTANT (EAST)

John Rogier
7 WE HAVE THE TOOLS NOW 14 THE SMART WAY
jrogier@sgcmail.com / 630.240.1011
Fixing our roads can—and Safely moving traffic and
ADVERTISING COORDINATOR
Lyn Hennessey
will—save lives protecting highway work-zone
lhennessey@sgcmail.com / 847.954.7968
Fax: 847.298.1233
workers on I-210
CLASSIFIED SALES MANAGER 8 WHEN EASY EQUALS SAFE
David Rairigh
drairigh@sgcmail.com / 847.306.3029 Development of a new 19 ATSSA NEW PRODUCTS
Fax: 847.390.0408
intersection conflict warning SHOWCASE
SALES, MARKETING ASSISTANT
Adrienne Miller
system in Minnesota These innovative products
amiller@sgcmail.com / 847.391.1036
Fax: 847.390.0408 were on display at this year’s
LIST RENTAL INFORMATION annual traffic expo
Claude Marada
402.836.6274
claude.marada@infogroup.com

Bart Piccirillo
402.836.6283 ON THE COVER
bart.piccirillo@infogroup.com. Photo by Chris Lognion, MediaPost.

ROADSBRIDGES.COM S5
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 VIEWPOINT

WE HAVE THE TOOLS NOW

Fixing our roads can—and will—save lives
KUDOS TO AMERICAN ROAD & bring everyone home safely every day, we
TRANSPORTATION BUILDERS ASSO have the tools to at least reduce the number of
CIATION’S PRESIDENT AND CEO DAVE deaths on our roadways now. We just need the
Roger Wentz money to do it.
President and CEO BAUER FOR HIS RECENT WASHINGTON
The federal-aid highway program includes
of the American POST OPED, WHICH POINTED OUT
Traffic Safety specific funding for making our roadways
Services Association THE NEED TO FIX OUR NATION’S safer for all road users—pedestrians and
STRUCTURALLY DEFICIENT BRIDGES cyclists, as well as automobiles. About 7%
AND ROADWAYS. of those funds go to the Highway Safety
Improvement Program. These funds can be
The sad state of our roadway infrastruc- used to improve signs and markings, install
ture, which received only a D+ rating from crash cushions, guardrails, median barriers,
the American Society of Civil wrong-way driving deter-
Engineers, results in longer rents, and a host of other
travel times, unneeded wear improvements that make
and tear on people’s vehicles, WE KNOW THAT roadways safer.
and roads that do not benefit THESE DEVICES We know that these
from today’s “best practices” devices save lives. Unfor-
for user safety.
SAVE LIVES ... WE tunately, our statistical
Consider that from 2013 HAVE THE TOOLS systems report only deaths
to 2017 nationwide roadway TO REDUCE THE and injuries. Just look at the
fatalities rose from 30,056 to guardrail as you drive on any
37,133, an increase of 23.5%.
NUMBER OF interstate, and you will see
Data for the District of Colum- DEATHS ... WE places where it has been hit
bia alone shows an increase of JUST NEED THE and dented. When a driver
55% (from 20 to 31 fatalities), hits a guardrail or other safety
while Maryland and Virginia
MONEY TO DO IT. device, he or she is unlikely
increased 18.3% and 13.4% to call police and self-report a
respectively. crash. If the car still works, the
These statistics, taken from the Fatality driver will back up and drive on home, perhaps
Analysis Reporting System (FARS) database with a sigh of relief at still being alive. That is a
administered by the National Highway Traffic life saved that does not become a statistic.
Safety Administration, represent real people The FARS data also show that most drivers
with families, friends, and colleagues who will use their seat belts—93.6% in D.C., 92.1% in
forever miss their presence. One such real Maryland, and 85.3% in Virginia. Other “bad
person was cycling advocate David Salovesh, behaviors” such as texting are more difficult
who, as reported by the Post, was recently to measure, and we have all seen drivers and
killed by a man driving a stolen van around pedestrians distracted by their cell phones.
12th Street and Florida Avenue. D.C. officials However, the price of road user misbehavior
have indicated that a reconstruction project in should not be death—not their own and
that area is a priority. certainly not that of someone else, as was the
Fatalities for “vulnerable road users,” case with Salovesh.
particularly cyclists and pedestrians, have We urge Congress to pass a robust infra-
increased at a faster rate than overall fatalities structure and roadway bill in the immediate
for several years in a row. Likewise, wrong-way future, and to ensure that a significant portion of
driving also has been on the increase, often those funds goes to making our roadways safer.
as the result of impaired driving. While the Congressional members are road users, too.
long-term goal is to eliminate all fatalities and The lives saved may be theirs. ST

ROADSBRIDGES.COM S7
 By Victor Lund, P.E. and Jon Jackels, P.E., Contributing Authors

RURAL INTERSECTIONS CONTINUE TO BE THE

SECOND LEADING CONTRIBUTOR OF SERIOUS
CRASHES IN MINNESOTA.

Specifically, these crashes typically occur when drivers on

a minor road move into the intersection with an insufficient
gap between vehicles on a major road, resulting in right-angle
crashes. In Minnesota, for the five-year period 2011-2015,
right-angle crashes represented the second-highest crash
type for fatal and serious injury crashes, at 20%. For reference,
the leading crash type in these categories is a single vehicle
run-off-the-road crash, which makes up 29% of the total.
When considering the traffic control present for those serious
right-angle crashes, most (42%) occurred at intersections
with side-street stop control. The data clearly shows that the
second leading issue for serious crashes is rural intersections
controlled by side-street stop control.
When considering intersection safety strategies, there
is a gap in the spectrum between cost and effectiveness.
For example, intersection reconstruction strategies, such
as reduced conflict intersections and roundabouts, are very
effective at reducing serious crashes, but they are high
cost. Conversely, upgrades to traffic signs, pavement mark-
ings, and installation of lighting are low cost, but are much
less effective at reducing serious crashes. What is left is a
gap within the intersection safety strategies that can result
in the following dilemma: An agency has a few intersec-
tions that consistently show up as higher risk and higher
crash locations, but they likely do not have funding avail-
able for more than five years. Exacerbating this dilemma,
the agency likely upgraded the traffic signs and pavement
markings, and even installed lighting, but the intersection(s)
continue to experience poor safety performance. This is a
common dilemma that many agencies regularly face.
An emerging strategy to address this dilemma—and rural The warning messages along the minor road read TRAFFIC APPROACHING/WHEN
intersection safety at large—is Intersection Conflict Warning FLASHING. The minor road warning assemblies were hard-wired, powered using
Systems (ICWS). These systems are showing promising results short conduit runs, while the warning assemblies of the major roads were solar
powered and activated by wireless communication.
by improving intersection safety while simultaneously serving
as a moderate cost strategy. Published crash modification
factors suggest ICWS result in a 27% decrease in total DEMO PROJECT
crashes, 30% reduction in fatal and serious injury crashes, and The Minnesota DOT (MnDOT) has implemented ICWS at many
a 20% reduction in right-angle crashes at two-lane, undivided intersections throughout the state. They are typically installed
intersections. Because this is an emerging technology, there is at high-speed, side-street stop-controlled intersections. The
an industry-wide learning curve on how to design and operate sign assembly facing traffic on the major road has the legend
ICWS, which is further complicated by the rapid change in ENTERING TRAFFIC/WHEN FLASHING, while the sign assem-
technology. This article summarizes a recent project com- bly facing traffic on the minor road has the legend TRAFFIC
pleted in Minnesota to develop a lower-cost and easier-to-use APPROACHING/WHEN FLASHING. Beacons placed on top of
ICWS, relying on off-the-shelf components. the sign assemblies flash only for the duration during which
the warned condition is present.
While the MnDOT ICWS has proven itself to be a reliable
MnDOT has typically implemented Intersection Conflict Warning Systems at high-speed, system, it may present special challenges to other agen-
side-street stop-controlled intersections. The sign assembly facing traffic on the major cies that are considering the deployment of a similar type
road includes the legend ENTERING TRAFFIC/WHEN FLASHING.

ROADSBRIDGES.COM S9
TRAFFIC MANAGEMENT
Figure 1. Warning assemblies on major road and minor road approaches
of system on their road network. These challenges include
cost, technical requirements to operate and maintain the
system, and underground system components.
In response to these challenges, St. Louis County led
a project to develop a next-generation ICWS. The project
goals were to minimize cost, create an easier-to-use inter-
face to operate the system, maintain reliability, minimize
underground components, and utilize solar power. The
project began with a blank slate, meaning there were no
predetermined expectations about the system architecture.
A technical advisory panel—consisting of 12 engineers
representing Minnesota counties, the University of
Minnesota-Duluth, and the MnDOT State Aid Division—led
the project, which culminated in the development of a final
construction plan and installation of the prototype system.
This project was completed with the hope to make the
construction plans available to other agencies in Minnesota
for implementation on their own roadway systems.
The project started with a system architectural review
of existing ICWS. This review considered ICWS both within
Minnesota and nationally, including systems in 13 states. The
architectural review evaluated materials, system communica-
tions, detector technology, controller types, use of blank-out
signs, and other system hardware features. This review
included a 10-question survey that was sent to 150 individuals
representing local agencies, state DOTs, consultants, and
industry representatives. The survey received a 40% response
rate and 193 comments. The overall results of the survey
closely aligned with the project goals and found respondents
S10 SAFETY TODAY / JUNE 2019
to be generally open to solar power and wireless communica-
tion as a strategy to reduce cost.
SYSTEM DESIGN
Based upon the results from the architectural review, a
concept of operations and system requirements was devel-
oped and documented through the systems engineering
process. The final conceptual layout consisted of warning
assemblies on the major road and minor road approaches,
as illustrated in Figure 1.
The warning messages consisted of ENTERING TRAF-
FIC/WHEN FLASHING on the major road and TRAFFIC
APPROACHING/WHEN FLASHING on the minor road. The
minor road warning assemblies were hard-wired, powered
using short conduit runs, and the major road warning
assemblies were solar powered and activated by wireless
communication.
The detection platform utilized in-pavement detector
“pucks.” The detector pucks were a compromise between
more invasive in-pavement detectors, such as inductive
loop detectors, and non-intrusive detection platforms such
as radar. The advantages of the detector pucks include
accurate and reliable detection, an estimated 10-year battery
life, and minimal effort to replace defective pucks or those in
conflict with a pavement rehabilitation project. An interesting
note is that the epoxy filler placed on top of the detector
pucks was placed in freezing temperatures of approximately
5° to 10°F. This means that these detectors are a realistic
option for installation in colder climates. The detection areas
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 TRAFFIC MANAGEMENT
included stop line and advanced
detection on the minor road, and
advanced detection only on the major
road.
In an effort to minimize cost, the
controller cabinet used a lighting-
style controller cabinet in which
the controller and communication
equipment was placed. The controller
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S12 SAFETY TODAY / JUNE 2019
cabinet was then mounted on a wood
pole that also contained the electrical
service meter.
The bid opening of the prototype
system was in August 2018, with the
low-bid cost of $108,000. The system
was installed during the winter of
2018-2019 at the intersection of Hwy
25 (CSAH 25) and Town Line Road
To learn more, go to
(CSAH 16), located near the city of
Hibbing. The system went live on Jan.
8, 2019. During the turn-on day, the
contractor, major components vendor,
and engineering consultant spent
approximately one half-day complet-
ing final tests and calibrations. The
system does not have a remote moni-
toring unit. Instead, St. Louis County
staff performs periodic tests of the
system to ensure all components are
operational. As a side note, St. Louis
County owns and operates eight
other ICWS (major road warning only)
throughout the county. The county
relies on periodic tests and public
feedback to ensure these systems are
operating correctly.
SUMMARY
St. Louis County believes this was a
successful project, as demonstrated by
a comprehensive architectural review,
thorough systems engineering process,
and a successful installation of the
system. The project team had hoped
for a system cost of less than $100,000.
Provided St. Louis County’s experience
with a variety of ICWS, major/minor
ICWS cost is confidently bracketed
between $90,000 and $110,000.
As St. Louis County entered into
the realm of ICWS, it quickly realized
that it needed outside support to
operate, diagnose, and maintain
it. The county therefore created a
first-of-its-kind “Traffic Systems Main-
tenance” contract, which provided a
contracted resource to support the
operation of countywide ICWS. This
service contract operates on a “per
work order basis” and has proven to
be a valuable element in the cost-
effective operation of ICWS within St.
Louis County. ST
Lund is traffic engineer for St. Louis County,
Minnesota. Jackels is senior associate with
SRF Consulting Group in Minneapolis.
For more information about this topic,
check out the Safety Channel
at www.roadsbridges.com.

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WORKZONE SAFETY

THE
SMART
WAY
Safely moving traffic
and protecting highway
workers in work zones
along I-210

By Brady Markell, Contributing Author

INTERSTATE 210 I210 IS A 12.4MILELONG
BYPASS OF I10 IN LAKE CHARLES, LOUISIANA.
One of the defining features of this route is the Israel
LaFleur Bridge. Built in 1962, this four-lane bridge is 140
ft tall, making it one of the tallest structures in southwest
Louisiana. Measuring 8,500 ft in length, it spans the
Calcasieu Ship Channel and Prien Lake and carries approxi-
mately 80,000 vehicles per day. After 54 years of operation,
a major reconstruction project kicked off in 2018 to maintain
the bridge’s integrity and extend its life. Kiewit Louisiana
Company (Kiewit) is the prime contractor on the project.
Performing work 24 hours per day, six days per week
on a bridge has many challenges, especially when portions
of it remain open to traffic throughout the duration of the
project. As expected, the work has led to an increase
in traffic congestion along I-210, I-10, and the surround-
ing area—and an increase in traffic usually results in an
increase in crashes. However, according to Dick Gremillion,
Director of Homeland Security and Emergency Prepared-
ness for Calcasieu Parish, the overall volume of recorded
vehicle crashes during the project has been much lower
than expected.
“In my 23-year career, I’ve never been involved in a
major construction project that has gone as smoothly as
this one, in terms of emergency response,” Gremillion
said. This can be directly attributed to the many hours
of planning that the project team had prior to the start of

S14 SAFETY TODAY / JUNE 2019


Figure 1. The size and scale of the I-10 / I-210 smart work zone is unlike any
other ever deployed. Overall, the project has required the installation of over
180 pieces of smart work zone equipment, which is intercommunicating 24/7.
Work on the Israel LaFleur Bridge led to an increase of traffic congestion along
I-210, I-10, and the surrounding area. However, overall vehicle crashes during the
work were lower than expected, partially attributed to smart work zone systems.
construction. On-site tow trucks that are able to quickly
respond to and clear crashes, 24/7 presence of multiple
state/local police, and the smart work zone systems in
place to provide real-time travel information to motorists
are three critical pieces of the puzzle. Most of the accidents
PHOTO: CHRIS LOGNION, MEDIAPOST
that have occurred have been fender benders; as of this
writing, there have been no major injuries to date.
WHAT IS A “SMART WORK ZONE?”
A smart work zone, as it applies to managing traffic in
work zones, consists of integrating various traffic control
devices (i.e., changeable message boards, speed sen-
sors, static signs with flashing lights, incident detection
cameras, bluetooth detection devices, radios, and other
technologies) with one another in an effort to calm traffic
and provide real-time roadside messaging to motorists as
they approach and/or travel through a highway work zone.
As Gremillion mentioned, a contributing factor in the low
number of crashes within the I-210 work zone and alterna-
tive routes in and around the Lake Charles area
can be attributed to the Louisiana Department
of Transportation and Development (LaDOTD)
specifying a smart work zone in the traffic
control portion of the project. Due to their docu-
mented success in improving work-zone safety,
smart work zones are increasing in popularity
across North America. As automotive companies
continue to develop connected and autonomous
vehicle technology, the ability for these vehicles
to receive real-time data within work zones will
become even more important.
Just as no two highway construction projects are
identical, the same can be said about smart work zones.
The ability to design and deploy a combination of traffic
safety devices that match the specific needs of a project is
a major factor in the increase in popularity of these systems
in work zones across North America. Whether it is a bridge
replacement on a rural two-lane highway that moves 80
cars a day, or a massive project like the I-210 project that
sees tens of thousands of cars per day, the beauty of smart
work zones is that they can be easily deployed and tailored
to each job.
“We have definitely seen the value in smart work zone
systems,” Erich Jones, Kiewit’s on-site project manager,
said. “The advanced warning provided to motorists miles
before our work zone and the multiple static signs located
at the bridge approaches demand attention and result in
more alert drivers. These are proven systems that enhance
work-zone safety for all stakeholders. The LaDOTD did an
excellent job defining a comprehensive smart work zone
system that’s operational 24 hours a day, 7 days a week.
The collaboration between all partners involved with the
project has been outstanding and is critical to ensuring the
system operates as designed, leading to increased safety
for everyone within the work zone.”
AN INTEGRATED SYSTEM
Four of the most common smart work zone applications—
queue detection/warning, alternative route messaging,
travel time messaging, and traffic camera trailers—are
incorporated into the Lake Charles project. Let us take a
look at how each application is configured and its impact
on overall work-zone safety.
Queue Detection/Warning Systems: For this project,
traffic speed sensors are positioned 1/8 to 1/4 of a mile
“upstream” or past a “Slow / Stopped Traffic When Flash-
ing” trailer. Due to the traffic density, limited-sight curves,
bridges, and overpasses on this project, a speed sensor +
I/O radio device was custom-engineered to communicate
ROADSBRIDGES.COM S15
WORKZONE SAFETY

instantaneously with two flashing signs when slow or

stopped traffic is detected, providing advanced warning
to motorists and reducing rear-end collisions. In traditional
queue warning systems, the distance between sensors and
signs is increased, and cellular communication, with 40-75
seconds of “lag time,” is acceptable. The project has 53
queue warning systems, each set-up consisting of a sensor
communicating with two flashing trailers.
Alternative Route and Travel Time Messaging: Traffic
speed sensors and traffic data collection devices calculate
average travel time through the I-10/I-210 corridor and
communicate with changeable message signs to provide
alternative routes and/or the time it will take for a motorist
to travel through the work zone (i.e., “10 MILES / 12 MIN”)
to motorists when certain conditions are met. This informa-
tion allows drivers to decide whether to change routes
and, hopefully, calm tempers. Twenty-three changeable
message signs that contain alternative route and/or travel
time messages—positioned 2 to 20 miles prior to the actual
work zone—are being employed on this project. Street Smart smart work zone traffic safety equipment located on I-10 and I-210
Traffic Camera Trailers: It is hard to go anywhere these in Lake Charles. Speed sensors, message boards, traffic cameras, and other
technologies are deployed along the corridor.
days and not be on camera. Work zones are no exception.
Oftentimes permanently mounted traffic cameras and
the poles they are mounted on are removed as a result other ever deployed, as evidenced in Figure 1. “Our team
of construction, but thanks to the use of solar-powered, has been partnering with traffic control companies just like
trailer-mounted PTZ cameras, project managers and Traffic Solutions across North America for over 20 years to
DOT officials can view traffic conditions and construction provide turnkey smart work zone planning, equipment, and
progress in real-time and make operational decisions as monitoring,” Mike Granger, president of Street Smart, said.
applicable. Some smart work zones include cameras with “When we reviewed the initial requirements of the Lake
advanced software that can detect specified activities Charles project, we were blown away by the sheer volume
such as wrong-way drivers and stalled vehicles, and notify of smart work zone equipment that was specified within
authorities through automated alerts. Four camera trailers the traffic control plan. To be perfectly honest, it seemed
are used on this project. like way too much equipment for the job, but after the
initial pre-construction site visit and actually driving through
THE LARGEST SMART WORK the various limited-sight curves, overpasses, and bridges
ZONE EVER DEPLOYED within the proposed work zone, and seeing the volume of
Traffic Solutions Inc. of New Orleans is responsible for cars traveling the I-10 / I-210 loop and surrounding each
a large portion of the day-to-day management of traffic day, it was apparent that the traffic engineers did their due
control and lane closures for the entire project. They diligence and designed an appropriate smart work zone for
selected Street Smart, a nationwide rental provider of traffic the project. It was no small feat to configure, deliver, and
safety equipment and smart work zones, to provide smart deploy the equipment, and there were many agencies and
work zone equipment and integration services. “It was very companies involved.”
apparent from the start that I-10 would see a significant To date, over 35 states have implemented smart work
increase in traffic volumes due to the bridge work on I-210,” zones on highway projects. Adoption rates and frequency
Glen Eggers, lead project manager and estimator, said. “In of their use varies from state to state, but a common
order to help minimize issues, an extensive detour for both denominator is increased safety for motorists and roadway
PHOTO: CHRIS LOGNION, MEDIAPOST

eastbound and westbound traffic on I-10 was developed.
We knew that the smart work zone system would be a
critical piece of the project in order to direct as much
traffic as possible to these detour routes and to effectively
manage the traffic traveling through the work zone. Overall,
the project has required the installation of over 180 pieces
of smart work zone equipment. This equipment is intercom-
municating 24 hours a day, seven days a week.”
The size and scale of this smart work zone is unlike any
workers within work zones. As agencies work to fight
against the growing epidemic of distracted driving, particu-
larly within construction work zones, expect to see more
smart work zones across North American highways. ST
Markell is a technology sales manager for Street Smart Rental.
For more information about this topic, check out the Safety Channel
at www.roadsbridges.com.

S16 SAFETY TODAY / JUNE 2019

 COMBATING
DISTRACTED DRIVERS
IN HIGHWAY WORK ZONES
SINCE 1999

Partner With The Industry Leader In Smart Work Zone Systems

For Your Next Project

SYSTEM DESIGN · INTEGRATION ·

MONITORING · EQUIPMENT RENTAL

STREETSMARTRENTAL.COM · 888.653.6800 · USA / CANADA

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 ATSSA NEW PRODUCTS SHOWCASE

Winners of the 2019 ATSSA Innovation Awards are selected based on their contribution to advancing roadway safety
through industry product innovation. ATSSA functions as a national roadway safety organization and has selected the
following products based on their efforts in preventing driving accidents on U.S. roadways. The annual selection encour-
ages companies to continue to develop products that protect roadway workers and drivers. The following are the three
Innovation Award winners as well as other innovative products presented at the ATSSA New Products Showcase.

WE HAVE A WINNER
1 Solar Advanced Warning Systems (SAWS) is an innova-
tive new system that improves roadway safety. A
microwave sensor on a radar trailer detects a vehicle
leaving the work zone. The driver of the vehicle sees
flashing lights on an LED-enhanced regulatory sign
trailer, advising him or her to stop or yield. The regula-
tory trailer communicates through a proprietary wireless
encrypted frequency to a series of LED-enhanced
warning sign trailers positioned at advanced locations
beside the road, alerting drivers of the merging vehicle.
It can be set up in a wide variety of configurations with
minimal maintenance. Write in 900

A CLOSE SECOND
The design of the Traffic Pro Bed gives companies the ability to train personnel in the safest
2
way to set up a work zone. Personnel are close to the cab, away from the rear of the truck,
allowing for better communication between the driver and the worker. The bed design
allows for thoughtful pre-planning and loading, so equipment is safely utilized upon arrival
to the jobsite. The beds are constructed with ample auxiliary storage for stop/slow paddles,
signs, overlays, tools, and stand parts. Traffic Pro Beds offer a safe way for personnel to
ride and work. The bed design keeps the workers safe with the extra layer of safety from
the restraint system devised into the personnel buckets. The placement of the personnel
buckets allows the worker to move from one side to the other without having to walk
around the truck, keeping the worker off the roadway. With the new Cone Drive, a conveyor
belt system, a single worker can feed cones to themselves without having a second person
in the bed or having to climb up and down to reach for cones. Write in 901

AND IN THIRD ...

TAPCO’s 13W Self-Contained Solar Cabinet is uniquely designed
3 using durable polycarbonate as a lightweight option that powers a
wide range of traffic-calming devices. It offers up to 28 Ah of battery
power to deliver autonomy for up to 30 days. Its slim, contoured
design (it weighs only 10 lb) and black finish blends into its sur-
rounding environment, and the cabinet supports active and passive
detection devices. A universal mounting bracket mounts to any pole
type, making the cabinet useful in myriad scenarios. It is wind-load
rated up to 120 mph. Write in 902

ROADSBRIDGES.COM S19
ATSSA NEW PRODUCTS SHOWCASE

CRASH PROTECTION
Research and development organization Saferoads has unveiled the HV2 Road Barrier, a free-
standing, temporary longitudinal barrier system which has been successfully crash-tested to MASH
TL-4. The HV2 barrier is capable of stopping any vehicle smaller than a 10-tonne truck traveling at 90
kph. It is the only steel barrier that has been able to do that
without needing to be anchored to the ground. Each barrier is
2,088 kg with an overall length of 5.85 meters. The average
trailer is able to transport nine to 11 barriers at a time. With a
four-man crew and tight delivery schedule, 1,000 meters of
HV2 can be deployed in a single shift. Write in 903

LIGHTING THE WAY

The Eco Synchro4D was designed to offer clients a dusk til SOLID OVERLAY
dawn battery-powered, lower-cost version to compliment ORAFOL Americas announced the
the 24/7 SynchroGUIDE. It is triggered by a photocell for ORALITE 5935 Incident Management
automatic nighttime operation requiring no intervention after Sheeting designed for signage use
being initially switched on and will offer continual duration in emergency situations. ORALITE
operating lifetimes of approximately six months. It combines 5935 sheeting is easy to apply to
LED lamp and lens technology with intelligent synchroniza- smooth sign surfaces such as hinged
tion wireless communications technology to improve night- aluminum sign panels, which can be
time driver recognition of the merging taper and help meet the challenge of reducing quickly deployed by emergency per-
work-zone fatalities and secondary effects. Unlike arrow boards and static lights, the sonnel. With a pink fluorescent face
delineation is not spot-based but continual for the entire taper length. Write in 904 film, its reflective properties make
outdoor signage visible in low-light
conditions, while its microprismatic
A VISIBLE DIFFERENCE FORESIGHT IS 2020 technology offers outstanding
Road Guardian’s 20/20 Flagger Sign Site 2020’s Guardian SmartFlagger is the retroreflectivity at night. The signage
design was used as the model for the only automated flagging assistance device can withstand extreme weather
flashing STOP school bus arm recognized of its kind. It provides an overall safer conditions meeting the requirements
by all motorists as a command signal. work zone using ing LAN technology
technology, of ASTM D4956. Upon testing, the
The two-piece flagger sign is durable and recorded vide eo surveillance,, and material shows no appreciable crack-
lightweight, not only making motorists more a tablet. The Guardian
G SmartFlag-- ing, scaling, putting, listing, edge
aware of a flagger, but also controlling traffic ger creates exxtreme operational lifting, or curling, or more than 1/32
with the command signal most recognized efficiencies ass onlyy one operator in. (0.8 mm) shrinkage or expansion.
by all drivers. Bright, flashing, round red can control an n entire site with up
p to Retroreflectivity measurements were
and yellow LED lights above and below the four road conducted after outdoor weathering
verbiage “STOP” and “SLOW” command closures. with an observation angle of 0.20º
signals are visible to motorists in all weather Write in 906 and entrance angles of -4º and +30º.
conditions and can be seen for over a mile. Write in 907
The product is operated with an extended-
life (40-hour) rechargeable battery. The
two-piece design also aids in portability and QUICK PLANNING
recharging. This sign can balance on its Invarion Inc. has released its traffic planning
own, making application RapidPlan Online. The app was
it easy for the purpose-built to assist a wide range of indus-
operator to tries in developing simple, high-quality
handle, reduc- traffic plans quickly and easily. Users log
ing fatigue. in to the application from any internet-enabled d
The sign is device through their web browser. Traffic plan ns can
n be
e
water-resistant designed directly onto satellite imagery provided
ded by Google
and suited for Maps or Mapbox. Elements of a traffic plan, such as preloaded signs or delineation
all weather devices, are added using drag-and-drop technology. Once complete, a traffic plan
conditions. can be shared or emailed for approval. The application’s easy-to-use design and
Write in 905 functionality enables traffic plans to be created in minutes, not hours. Write in 908

S20 SAFETY TODAY / JUNE 2019

Write in 860

Your bridge to
more capital is here.
Let us finance the equipment
for your next big opportunity.
Road and bridge projects require preparedness,
flexibility and the right partners. Rely on
Wheeler Financial to meet your unique equipment,
technology and software financing needs.

Secure the capital you need — along with a special

introductory offer — with Wheeler Financial today.
Get started at: pitneybowes.com/us/wf-roads-and-bridges
Write in 861

Wheeler Financial from Pitney Bowes is a subsidiary of The Pitney Bowes Bank, Inc., Member FDIC. Offer,
credit and collateral are subject to approval. Terms and conditions apply. This is not a commitment to
lend. Offer provides for waiver of Equipment Financing documentation fee, which is $450 as of 6/1/19.
Offer and terms are subject to change. In order to be eligible for this offer, you must submit a contact
form through the following URL by August 31, 2019: pitneybowes.com/us/wf-roads-and-bridges
ATSSA NEW PRODUCTS SHOWCASE

A NEW CONE IN TOWN HIGHER AWARENESS

UAT’s Next Generation Traffic Cone delivers better grip, less Ver-Mac’s PPL-1000 Portable Pres-
stick, and is manufactured with a reduced carbon footprint. ence Light allows the motoring pub-
Innovative features include a patent-pending Gorilla Grip Top lic to visually see from a distance an
for easy grasp, even when hands are wet or greasy; textured upcoming nighttime lane closure.
inner thumb grip and ergonomically correct finger rings It is a compact, battery-powered
to reduce hand fatigue; internal cross-hatching to prevent portable light. The presence of light-
stacked cones from sticking; recessed bands that protect the ing reduces motorist speeds while
3M retroreflective collars when approaching and driving through
stacked; and is recyclable and the work zone, increasing safety for
manufactured with recycled drivers and workers. The system
material. It also meets ISO is quick and easy to set up and
and OHSAS certifica- does not require a diesel generator
tions. Write in 909 to power. It is equipped with high-performance lithium
batteries yielding a fast-charging system. Write in 910

A BETTER LINE
3M’s Connected Roads Contrast Tape Series 380ADAS is the next generation of pavement marking tape. Developed
with Lane Departure Warning and Lane Keeping Assistance systems in mind, its high contrast and long-lasting
durability help deliver more consistent detection by human and machine vision. DOTs can optimize their
roads with high retroreflectivity, long-lasting brightness, and clear, consistent contrast. In nighttime rain
conditions, it enables detection at longer distances than glass beads on white markings. Write in 911
— compiled by ROADS & BRIDGES editors

Wind is present Stop/Slow

Canopy has been removed signs swivel
on the pole
NEW WAY OLD WAY

FlaggerJoe
TM
Approved by the FHWA
Mash Crash Tested

Safety Sign System Industrial

Grade
Contact: Sales@FlaggerJoe.com www.FlaggerJoe.com
Office: 888-329-3436 United States & International Patents Pending

DISTRIBUTORS WANTED | FlaggerJoe has been endorsed by the State of California (Caltrans)

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S22 SAFETY TODAY / JUNE 2019

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