Hi Bill,
As I'm the one that started this thread I feel it's my sworn duty to respond to your questions. Please note that with most threads here, this did decay into bizarre humor and madness. But there is a serious side to the topic.
As I mentioned above, I watched the video and it became PERFECTLY clear why the raised stations are a real necessity.
1.
I'm not too concerned about the stability of the structure in wind. I suspect the guy wires will stablize it as long as they are tensioned properly.
If I'm correct on the length of the legs from base to platform height of 8 to 9 feet, some cross bracing on the legs might add to stablity and would give the 'look' of a strudier structure to the eye's of worker climbing up there.
Should (through some good fortune) we have a fully staffed corner, you could have 4 people working up there (usually 3 due to lack of personel or 2 worst case). Then, the Flag Chief may visit you.
2.
Most workers (each one) lugs around a cooler, bucket of 'tools' and equipment, optional clothing and bags of nibbles. To avoid cluttering up the area around the turn station where RAPID movement may be necessary, these items are usually stored in the turn station under or on 'the bench'.
In the case of ORP, most of those items will probably have to be left on the ground under the tower. Which is 'okay' but not the most convenient.
3.
Yes, I'm still capable of climbing and descending a ladder. However, with
any ladder situation the risk of injury (compared to stairs) goes up. There are 2 primary factors involved in turn station ladders.
A.
During the course of an event, one turn worker is 'designated' as 1st responder on a rotating basis. That job means, he/she is going to respond to any car that stops in the turn station zone of control (with a fire bottle) to verify the driver is okay and what's needed (flat tow, wrecker, tilt bed) to remove the car from the area. Heaven forbid it being worse then just a stop nearby, the need to get there safely and quicker is even more pressing.
B.
In between run groups, it's NOT uncommon for workers to exit the station and inspect the track up close. They check for unseen from the station oil and look for metalic desbris that's not visible from the station. Nuts, bolts, cotter pins, ducting, engine parts, black aluminum panels, fiberglass and carbon fiber (capable of cutting a tire down) are all common things we find. Being good housekeepers, they will often sweep gravel and dirt off the track between groups.
A and B increase the number of ladder trips per day and thus, the risk of a fall.
When I saw the station, my immediate thought was (assuming 3 people), 1st responder stations his/her self on the ground with the yellow, blue flaggers and comm person in the tower. That way no DASH down the ladder in the event of an incident. However, if there are only 2 people, both need to be above to flag/comm. and if there's a need, 1 will DASH down the ladder to respond. Thus, increased risk of a fall.
3.
The initial photo of the station with the ladder 'leaning' against it bothered me a little (well, a lot). Once up there, even with the rail on the open ladder side, I could visualize, in the haste of movements up there somebody putting a foot down OFF the platform and taking a quick trip to the concrete pad (nice pads by the way).
Can't see all sides of the station, but I would suggest adding about an 8 to 12 inch high 'kick plate' so that feet can't get out over the edge of the platform easily.
THAT will be particularly important if there's NO bench up there. People will be taking camper chairs up to sit on and I'd hate to see the leg of a seat slide off the edge of the platform!
4.
Can't tell you how many times I (we) have seen those Jersey Barriers 'moved' by race cars. One thing that helps (and saves drivers) is a double row of tires in FRONT of the barrier to attenuate energy and reduce damage to the car/driver. Most of our 'exposed' stations that use Jersey's have the tire linings as the 1st point of impact.
Even with all of that, we've all seen or heard (from other tracks) of cars "ramping" over the barriers/tires and entering the turn station. Which is why we ALWAYS (at hazardous stations) review our 'evacuation plan' in the event something like that seems eminent.
..... From a driver’s point of view, and by my own experience, as long as the car is “wheels down”, being off course seldom results in total loss of control. A gaggle of running turn workers presents an unpredictable and more dispersed target to miss.
That depends. Depends on what the surface conditions are off the track and, what put the car off track to begin with. It's simply amazing how far (and fast) a race car can travel once off the racing surface in grass or hard packed dirt with the driver having absolutely NO control over its direction of travel! Cars racing in the rain can do incredable things if they leave the racing surface and can go off at high velocity.
The most dramatic I recall was at Seattle working T-2B in the rain. Sedan came through T1 and lost it in the rain. My jaw was on the floor watching him going sideways, backwards, frontways, sideways, backwards ALL the way to the entry of T2 and finally off into the gravel (without damage, whew)!
This is not a criticism of ORP in ANY way. Just pointing out some concerns. And no, I never worked for OSHA!! Nor do their rules apply in this case as we all do this as volunteers
Wow, that brings a thought to my crazy mind though. Some clubs (such as NASA) pay their workers. Although they sign a waiver, does the fact that they are paid establish an employeer/employee relationship in the view of the courts??? Just a thought