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TRAFFIC MANAGEMENT DURING
CONSTRUCTION
SEMINAR ON ROAD SAFETY AUDIT
TRAFFIC MANAGEMENT DURING
CONSTRUCTION
Tuesday 4
une
2008
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TRAFFIC MANAGEMENT
DURING CONSTRUCTION
Seminar Notes
These notes are extracts from the new Interim Guide On Traffic Management During
Construction They are to be used for training purposes
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FOREWOR
This Interim Guide to Traffic Management During Construction is an effort to upgrade the
standards of practice in managing construction sites on our Malaysian roads.
The focus of
the exercise was to review and upgrade the Araban Teknik (Jalan)
2C 85
Manual On Traffic Control Devices- Temporary Signs and Work Zones Control which
was published in 1985.
After the review, the team decided to propose the following changes to the practice
of
traffic
management at construction work zones:
i) setting up a framework for the practice of designing to monitoring and
reporting of the site management
ii) introducing simplified traffic categories for easier references
iii) introducing changes to the Sign Faces , focusing more towards the use of
symbols rather than words
This document has been reviewed by a team of experts and practitioners and presented to a
Workshop at the Malaysian Road Conference in 2007. There were many comments made
during the Workshop, and also through e-mails. The Team is thankful to all the people who
took time to made their comments. The comments are all very valuable and have been
incorporated in this Interim Guide.
This document is currently classified as an Interim Guide . t is our hope that the
professionals and practitioners in the industry will take this opportunity to scrutinize this
document during practice and offer their comments and proposals. These comments will be
reviewed and changes will be made to this document. All comments and proposals should be
forwarded to following address before JULY
2009:
Unit Keselamatan Jalan
Cawangan Kejuruteraan Jalan Dan Geoteknik JKR
Tingkat 14, Menara un Raz f\k
Jalan Raja Laut
50350 Kuala Lumpur
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TRAFFIC MANAGEMENT AT
WOR
ZONES
An Interim Guide
ONTENT
1 0
THE NEED FOR TRAFFIC CONTROL AT WORK ZONES
2 0 REQUIREMENTS OF TRAFFIC MANAGEMENT AT WORK ZONES
3 0 STRATEGIES FOR EFFECTIVE IMPLEMENTATION
OF
TRAFFIC
MANAGEMENT AT WORK ZONES
4 0 PLANNING A TRAFFIC MANAGEMENT SCHEMES
5 0 DESIGNING A TRAFFIC MANAGEMENT SCHEME
6 0 TYPICAL LAYOUTS
OF
THE TRAFFIC MANAGEMENT PLAN
7 0 PLACEMENT AND REMOVAL OF TRAFFIC CONTROL DEVICES
8 0 MAINTENANCE OF TRAFFIC CONTROL ZONES
9 0 REPORTING CHECKING
APPENDIX A
APPENDIXB:
APPENDIXC:
TEMPORARY SIGNS
TYPICAL LAYOUTS
OF
THE TRAFFIC MANAGEMENT PLANS
ROAD SAFETY AUDITING OF TRAFFIC MANAGEMENT AT
WORK ZONES
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CHAPTER
THE
NEED FOR TR FFIC
M N GEMENT T
WORK
ZONES
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CH PTERl
THE NEED OR TR FFIC M N GEMENT T WORK ZONES
1 1 Background
Whenever work is done on or near the roadway, drivers are faced with changing and
unexpected traffic conditions. These changes may be hazardous for drivers, workers, and
pedestrians unless protective measures are taken.
Drivers may not be able to differentiate types o constructions and the unexpected danger.
Proper traffic control and safety are needed for all types
o
work.
This Interim Guideline has been designed and written to explain the application o the
standards
to
the various work situations.
t
should be useful to anyone involved ith
planning, designing, installing, maintaining, and inspecting traffic control. The illustrations
can
e
used for a quick guide for various examples o traffic control schemes.
Handling traffic in work zones is challenging because the work activity presents an abnormal
and often disruptive environment to the motorist. Motorists accustomed to a clear,
unobstructed roadway are required to recognize and avoid closed lanes, workers in or near
the roadway, and a variety o fixed object hazards. Pedestrians expecting a clear, direct
walking path can be faced with closed sidewalks and open trenches closer to the moving
traffic. The construction activities may also present an interesting view to many motorists that
can divert their attention from the driving task.
Work zones are often dynamic. When the motorists and pedestrians become accustomed to
one work zone, the work progresses, and the layout o the traffic control is changed. As such,
the motorists and the pedestrians are constantly being presented with new challenges and
disruptive elements on their travel path. In many instances, this leads to undesired mishaps,
with some fatalities involved.
1 2
Traffic Safety t Work Zones
Traffic safety is a major issue at work zones. When the traveling path
o
the motorists is
occupied for work activity, conflict arises between the requirements
o
the construction
workers and the desires o the traveling motorist. Work sites create potential hazards because
they:
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Confronts the motorists with unexpected and sometimes confusing situations;
Create obstructions which the motorists may run into;
Interrupt the motorist s attention from the driving task; and
Expose the construction workers
to
the moving traffic.
Much has been said about the worsening problem
o
traffic safety at the local work zones
along the country s highways. Numerous daily news reports o mishaps and fatalities have
been published. However, not many studies have been conducted to understand the causes
o
these accidents. Studies on individual accident at work zones have been conducted mostly by
the consultants at site. These studies were mostly for the information and consumption
o
the
people involved with the projects. Unfortunately, none o these studies has been published.
In most work zones, the following have been observed:
i) Most crashes occur in the Work Area
ii) The termination area had the fewest crashes
iii) Rear-end crashes were the most common
iv) In the Advance Warning Area, the rear-end crashes is common
v In the Transition Area, the Side Swipe crashes becomes the majority
vi) In the Work Area, the fixed-object-off-road and angle crashes are highest
vii) There were more fixed-object crashes and fewer angle and rear-end crashes during
nighttime
viii) The potential for severe crashes is greater within a work zone than outside a work
zone
ix) The proportion offatal crashes is higher in work zones
x) The proportion o multiple-vehicle crashes is higher in work zones
Accident types experiencing increased occurrences during construction are
• Fixed Object
• Rear End
• Head On
Accident types experiencing decreased occurrences during construction are
• Right Angle
•
urning
• Ran Off the Road
1 3 Identifying the Problem
As reported in the previous section, it is apparent that in the local scenario, there is not much
data available to make an in-depth study. However, the consensus from local road experts
shows that the problems associated with local work zones are:
Poor management o traffic
Inadequate Traffic Control Devices
High accident occurrences
These problems has caused great inconvenient to the general public and great concern to the
Road Authorities and is one o the sources for the increase in road accidents and road
accident fatalities in the country. The Road Authorities had taken a serious stand on the
problem
o
traffic safety at Work Zones. The first thing that was questioned was why did
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these problems arise? There are many reasons attributed to this, but the following reasons are
the most common:
• Inadequate standards for traffic management
• Inadequate Traffic Management Plans
• Inadequate allocation for traffic management
• Poor method
of
construction
• Poor implementation of traffic management at the construction site
• Lack
of
interaction with the Local Authorities/Local Communities
This Interim Guide intends to answer the need for a more updated standard on traffic
management at work zones taking into accounts the volume and composition
of
traffic on the
roads. The existing publications and standard drawings issued by the road authorities are
sufficient to ensure a good design and practice
of
a work zone. However, the implementation
of a good design and practice of the work zone is lacking. This is a fact, and should be the
thrust of future focus on the performance ofwork zones in the local roads and highways.
1 4 Identifying the Solutions
The solutions to the problems
of
traffic safety at work zone lies within ourselves, the road
engineers, the road authorities, the road designers and the road constructors. These can be
summarized
as
follows:
i
The road authorities and the engineers supervising the works must take initiative to
review the Traffic Management Plans to ensure minimum standards are complied and
it is recommended to include the latest knowledge and materials. The provision of up
to-date design guidelines on traffic management at work zones that incorporates the
use
of
the latest standard and practices.
The existing templates for the Traffic Management Plans ill need more detailing;
introduction of more information/guide signs; use of the VMS; promoting proper use
of barrier systems, and providing for the needs of the vulnerable road users (such as
pedestrians, bicyclists and motorcyclists).
In addition, there are specific details of the Standard Specifications which may need
to be enhanced to promote greater awareness and adherence to the requirement of the
Road Specifications.
ii) The question
of
funds for the traffic management has been addressed by the road
authorities in their recent contracts documentations. This is a major move by the
authorities and one that is pivotal in the thrust to upgrade the safety of traffic at work
zones.
In recent road contracts, the fund for Traffic Management has been taken out from an
item in the Preliminaries to being a
~ P r o v i s i o n a l
Sum . This means that the
contractors can price the traffic management needs to meet the requirements of the
standards and the specifications
iii) With more funds available, the contractors can now concentrate at providing better
method of construction and better implementation of the traffic management at the
work zones. The solution now is for the constructors to put into practice the
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requirements
of
the standards and specifications available for the traffic management
at work zones.
iv) Lastly, there must be constant surveillances and checks to ensure that the good design
and practice
of
traffic management at work zones are adhered to. The Supervision
Engineers must be well versed with the requirements
of
good traffic management
practice and to ensure that the contractors are dynamic enough to maintain the good
practice.
In addition, there should be a third party An Independent party) to audit the design
and practice
of
the traffic control plans. This can
e
carried out y independent
Professional Engineers
or
the Road Safety Auditors. They should be asked to make
scheduled checks on the implementation
of
traffic management schemes on the
grounds. Details
of
this are as elaborated in
PPENDIX
C.
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CH PTER
REQIDREMENTS OF TRAFFIC
MANAGEMENT
T
WORK ZONES
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CH PTER
2
REQUIREMENTS OF TRAFFIC MANAGEMENT
AT WORK ZONES
2 1 Purpose of Work Zone Traffic Management
The purpose
of
work zone traffic management is to protect motorists, pedestrians, and
workers from
work
zone hazards. n effective traffic management must have the following
elements:
• ability to prewarn motorists and pedestrians of hazard ahead
• able to advise motorists of the proper travel path through the area, at all
times day or night) and in all weather condition
• delineate areas where traffic should not operate,
• separate and protect motorists, pedestrians, and the work force.
2 2
Objective of Work Zone
Traffic Management
To safely handle traffic in work zones, the work activity and traffic management controls
must be well coordinated to provide safe and smooth movement
of
traffic, while the work
activity progresses as rapidly, safely, and efficiently as possible. When these two objectives
come in conflict, tradeoffs between the safety
of
traffic and workers and the costs
of
traffic,
work delays may be created, and the engineer is expected to use his engineering judgement to
come out with an optimal design.
2 3 Scope of Work Zone Traffic Management
Work zone traffic management is needed for a wide variety
of activities on roads and
highways as follows:
i
Construction
ii)
Roadway reconstruction or resurfacing
Roadway widening projects
Storm drains and sewers
Replacement of public utilities
Bridge deck replacement
Minor maintenance works
shoulder repairs
guardrail repair
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mowmg
pavement striping
ditch cleaning
iii Major maintenance works
pavement joint repair
culvert repairs
bridge repairs
iv
tility
operations
v Emergency situations such
as
vehicle breakdowns or road accidents
2 4 The Principles
of
Work Zone Traffic Management
The control
of
traffic through work zones should observe some fundamental principals, such
as
i Make traffic safety an integral and high priority element
of
every proj ect.
Use geometries and traffic control devices that are, as nearly as
possible, comparable to those
ofnormal highway situations.
Prepare a traffic management plan that is easily understood by ll
persons responsible for work zone traffic controL
ii Avoid inhibiting traffic as much as possible.
Avoid reduced speed zoning except where absolutely
necessary.
Avoid frequent and abrupt changes in geometrics.
Provide for the safe operations
of
work vehicles
Minimize work time to reduce exposure
Schedule work during off-peak periods
iii Guide motorists in a clear and positive way.
Use adequate warning, delineation, and charmelization to give positive
guidance for all light and weather conditions expected during the work
activity.
Remove inappropriate pavement markings.
Use flagging only when other methods
of traffic control are
inadequate.
iv Perform routine inspection
of
traffic control elements.
Assign individuals trained in safe traffic control the reponsibi lity for
safety at worksites.
Make modifications in traffic controls or working conditions when
necessary.
Monitor work sites under varying conditions
of
traffic volume, light,
and weather.
Perform engineering analyses
of
all accidents in work zones.
Periodically analyze work zone accident records to guide officials in
improving work zone operations.
Remove traffic control devices immediately when they are no longer
needed.
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v Give constant attention to roadside safety.
Provide clear roadside recovery area
s
wide as practicaL
Use lightweight channelization devices, which will yield on impact.
Provide positive barriers to protect workers and errant road users.
Store construction equipment, materials and debris
in
a manner, which
will minimize the opportunity for run-off-road vehicle impacts.
Use latest technology / materials to provide advance information and
enhanced visibility to all road users.
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CH PTER
STRATEGIES FOR EFFECTIVE
IMPLEMENTATION
OF
TRAFFIC
MANAGEMENT AT WORK ZONES
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CH PTER
3
STRATEGIES
OR
EFFECTIVE IMPLEMENTATION OF TRAFFIC
MANAGEMENT AT WORK ZONES
The implementation
of
Traffic Management at Work Zones in Malaysia needs to be properly
designed to ensure a high and satisfactory level
of
safety is provided for all road users. A well
thought out
TMP will minimize public complains and reduce the probability and severity
of
accidents at the approach to and at tIi.e construction sites.
One
of
the major aims
of
this Interim Guide is to propose strategies for the effective
implementation
of
managing traffic at work zones. The new strategies involve the following:
i new definitions and categories
of
work zones designs see Chapter 4 and 5);
ii) a framework for the design and implementation
of
the Traffic Management Plans;
iii) a framework for the checking and reporting on the execution
of
the Traffic
Management Plans TMPs) on site.
The new strategies outline the procedures to the planning, designing and implementing the
traffic management schemes. t also outlines the roles, authorities and responsibilities of the
people involved in the implementation
of
the Traffic Management at Work Sites. The
procedures and steps to be taken are
as
follows:
3 1 Implementation Strategies
3 1 1 During the Design Activities
• Execute Proper Planning and Design
o Field Checks and Inventory
of
Existing Facilities
o Design ofTMPs must be approved by the Supervising Engineers
o TMPs must be endorsed by the Road Authorities or Superintending
Officers/Project Director or his representative, prior to commencement
of
work.
• Costing
of
Traffic Management in the Bill
Of
Quantities
o The Road Authorities should allocate funds for the execution
of
traffic
management at work zones.
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o For the purpose of costing, Consultants and Contractors are to refer and
comply to the requirements specified in the document titled Guideline on the
Estimation Procedures for Traffic Management during Construction (Nota
Teknik Jalan 23/03)
3.1.2
During the
Pre-Construction Activities
• TMPs must be acceptable
to
the Local Authorities and Local Communities
• TMPs must be made known to the road users well in advance of any construction
works
3.1.3 During the Construction Activities
• These activities are to be carried out by the Contractor:
o Dissemination of Information on the proposed TMPs
o Ensure Proper and Adequate Enforcement from the local Enforcement Units
o Set up a formal Traffic Management Team, inclusive
of
Flagmen, Placement
and Removal Crews and Maintenance Personnels.
o Operate an Emergency Response Team
o Carry out Maintenance
of
the Scheme and the Devices
o Ensure timely
Placement and Removal
o Carry out timely cleaning of the control devices
3.1.4 Reporting
• Traffic Management Safety Reports (TMSRs)
o The Contractor needs to prepare the TMSRs at interval
of
every 3 months
• Road Safety Audit on the TMPs
o Audit on the TMPs (by approved Road Safety Auditors) should be carried on a
three monthly or six monthly intervals
as
deemed appropriate and necessary
by the Superintending Officers (SO).
The need for reports and checking to be carried out depends
on
the requirements
of
the Road Authorities and the size and duration
of
the proj ect. The S will have to
decide on this.
3.2
During
Pre-Construction Activities
3.2.1 Proper Planning and Design
Before any planning on Traffic Management Scheme (TMS) commences, the
Contractor's traffic engineer must visit the site for field check and to collect inventory
of
the existing facilities including existing structure, services and public facilities such
as street lighting, traffic light, bus and taxi stop and road furniture's that may require
removal during the construction stage.
In addition, the engineer should assess existing road capacity, determine the existing
travel and distributions pattern
and
identify potential problems that might arise due
to
temporary road diversions. The engineer should also carry out discussion with the
local authorities on the effect
of
the construction works on the existing traffic patterns
and the occurrence
of
any local festivities / activities / upgrading programs.
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3.3 uring Construction Activities
3.3.1 Dissemination ofInformation to Road Users
Dissemination
of
information to the road users through mass media is encouraged, if
possible. The public have to be informed way before hand in order to assist them to
plan for this change. Information should be channeled a week before the
implementation
of traffic management scheme. A good way of doing this is through
announcements in newspapers, radio and television and approach signboards.
3.3.2 Proper and Adequate Enforcement
In this aspect, support from local Enforcement Units such as the local Traffic Police
or the enforcement units
of
the Road Authorities and Agencies is important as they
serve to control the traffic thus easing traffic congestion. The presence
of
the
Enforcement Units also act as reminder to the general public to behave courteously on
the road as action will be taken against them for any traffic offence. Advance notice
has to be given to the traffic police to ensure their presence during periods of traffic
congestion.
3.3.3 Supervision
and
Execution
of
Traffic Management Schemes
o ensure a smooth construction sequence without compromising public road safety
for pedestrians and other road users, the Contractor needs to set up two (2) distinct
team, each with their unique roles and responsibilities. They are the Traffic
Management Team and the Emergency Response Team as illustrated below.
CONTRACTOR s
MANAGEMENT TEAM
I
TRAFFIC SAFETY
OFFICER
I
I I
TRAFFIC EMERGENCY
MANAGEMENT TEAM RESPONSE TEAM
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3.3.4 Traffic anagement Team
Their role is to ensure that traffic management scheme is implemented in accordance
to the approved drawing. Their duties include proper installation, maintenance and
cleaning
of
road safety equipments such as plastic barriers, safety cones, plastic
hoardings, temporary warnings and directional signboards, arrow flashers, flashing
ambers and etc, In additional, they will ensure that all lane closures and traffic
diversions are implemented in compliance with all traffic management procedures as
per the authority requirement.
The team is also responsible to ensure the smoothness of the traffic flow through the
period of road closure. The person in-charge of the traffic management team must
regularly inspect the situation
of
traffic flow and update the road authorities (where
necessary) as traffic conditions. The team must be able to establish a communication
network for easy contact to receive instructions or
There are occasions that necessitate the rerouting
of traffic
t
opposite traffic lanes in
contra flow; where such uncommon activities involve the launching
of
bridge beams
and the construction
of
bridge pier and interchanges in the middle
of
existing
roadways.
Traffic management personnel shall be deployed at site every day through out the
year including weekends, public holidays, and under any weather conditions.
3.3.5 Emergency Response Team (ERT)
The role
of
ERT team is to provide a 24-hour patrol for the full domain
of
the
construction zone. They will liaise with the main contractor, tow-truck operators,
traffic police (in the event
of
a road accident), stalled vehicles by the roadside, and be
on patrol during any form of an emergency such as landslides, ground failures and
flash floods that may occur at any time within the construction zone.
In addition, ERT will report to traffic safety officer on any incidence of poor
housekeeping by sub-contractors. They shall be on the look out for shoddy and
misleading road signboards. They will ensure that all signage's are strategically and
re-installed properly and also that all unattended open excavations by the roadsides to
be rectified. Other responsibility would also include instituting road safety measures
and protecting unassuming passer by from accidentally falling into such dangerous
death traps within the construction zone.
The Emergency Response Team will have to corne out with an Emergency Response
Plan (ERP) that will anticipate all likely events that will/may cause disruptions to the
smooth flow of traffic at the approach to and at the construction site. n orderly
line/chain
of
command needs to be established by the ERT to inform all parties
of
any
emergencies and enable the S.O/P.D and/or his representative to make well informed
decisions (Including informing the Police and the media) to overcome/mitigate the
effects
of
the emergencies and minimize inconvenience to road users.
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3.4 Responsibilities
3.4.1 Responsibilities
of
the
S OIP D
The duties
of
the
S OIP D
include the following:-
•
•
•
•
Initiate/request for .the appointment of a qualified Road Safety Auditor as soon as
practically possible upon receipt
of
LOA (Ideally within
1
month from receipt
of
LOA)
Chair the commencement meeting and review the Stage
3
Compliance Audit
If
Stage 3 Audit was carried out)
Chair the Stage Audit meetings to discuss the Road Safety Auditor findings and
make decisions based on the Auditor recommendations and response by the
Contractor
Evaluate the financial, contractual and legal issues arising from compliance/non
compliance to Auditor recommendations based on advise from S.O/P.D
representative and Road Safety Auditor
3.4.2 Responsibilities of
the
S OIP D Representative
The S.O/P.D representative is the engineer who is the supervisory personnel
appointed/employed by the Government to carry out supervision of the construction,
maintenance
or
other works which require the use
of
a traffic management scheme
and must be aware
of
the following procedures:
i
Be mindful
of
the Government s responsibilities
of
providing, as far as
practical, safe and convenient traveling conditions for road users and safe
working conditions for personnel and plant under their control.
ii) Ensure that the personnel assigned to place, maintain and remove signs and
devices carry out their works diligently in accordance to design guidelines and
agreed upon procedures
iii) Be familiar with, and act as far, as is practicable, in accordance with the
provisions
of
this guideline.
iv)
The duties
of
the S.OIP.D representative includes:-
•
•
•
•
•
•
Provide scope
of
Audit works to Road Safety Auditor via the Contractor
Call for commencement meeting to discuss scope
of
Audit works and
peculiarities
of
the construction site
Call for Stage 4 meetings to discuss Road Safety Auditor findings
Prepare minutes of Stage 4 meetings ofRoad Safety Auditor findings
Supervise the corrective/improvement measures as decided upon by the
S.O/P.D
Issue out work approval for the next stage
of
construction
Liaison with the enforcement agencies such as PDRM on measures to ease
traffic congestions .
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• Inform major road users such
as
haulers, truckers, KTM, MAS Kargo, etc
of any major disruptions to major Federal Roads due to construction works
3.4.3 Responsibilities o the Contractor
The Contractor carrying out construction or maintenance operations on roads or
bridges should take reasonable care to minimize the risk of injury to road users or
damage to their property as a result
of
such operations. Care should be taken to warn
the public
of
prevailing conditions and to guard, delineate, and, where necessary, to
illuminate works which may pose a hazard to traffic. Care should also be taken to
avoid, wherever possible, long delays or detour which will inconvenience motorists.
There is an obligation on the part of
the Contractor to provide a working environment
for its employees, which minimizes, as far as practicable, the likelihood of injury, by
excluding traffic from the work site.
The duties
of
the Contractor include:-
• Issue official letter
of
appointment to Road Safety Auditor
• Provide scope ofAudit works
• Prepare TMP for all work zones and submit to JKR, Local Authority, PDRM
and Road Safety Auditor
• Provide drawings, documents and reports to Road Safety Auditor
• Provide construction program chart to Road Safety Auditor to enable Road
Safety Auditor prepare schedule of Stage 4 Audit works
• Prepare response to Road Safety Auditor findings
Carry out corrective/improvement works as decided upon by the S.OIP.D
• Inform/advise Road Safety Auditor
of
the next stage
of
Audit
• Dissemate information on TMP to public via newspaper, radio, t.v, traffic
signs, etc (Preferably 1 week in advance)
3.4.4 Responsibilities of the Traffic Management Officer TMO)
The Traffic Management Officer is the contractor s representative fully in charge of
all matters related to the safety of all road users within the limits of the construction
works/limits
of
the contract. He is in charge
of
both the traffic management team and
emergency response team. The TMO is to be always aware of the following:-
1.
Be mindful
of
the Contractor s responsibilities and their own personal
responsibility to provide, as far as practical, safe and convenient traveling
conditions for road users and safe working conditions for persol l el and plant
under their control.
11. Remember that they, and persol l el under their control, are employees of the
Contractor and should at all times be courteous to the traveling public.
Persol l el should not allow themselves to be provoked by members
of
the
public. y exercising restraint they will strengthen their position both then and
at any subsequent enquiry or during any subsequent proceedings.
l l l Ensure that the persol l el assigned to place, maintain and remove signs and
devices are aware of their responsibilities and that traffic controllers are
informed of their duties
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IV. Be familiar with, and act as far, as is practicable, in accordance with the
provisions
of
this guideline.
The role of the Traffic Management Officer is to ensure a smooth construction
sequence all throughout the construction period without compromising the safety
of
all road users, in particular pedestrians and bicyclists. The Traffic Safety Officer is to
use his experience to anticipate possible traffic congestions and come out with
appropriate mitigating measures. The duties of the Traffic Safety Officer include:
1. Designing the TMP s
ll .
Monitoring the placements and removal
of
the Traffic Control devices
lll. Monitoring the operations
of
the Traffic Control devices equipment
IV.
Maintain the effectiveness
of
the traffic control plans
v. Analysing the occurrences of
road accidents within the work zones
VI.
Preparing and displaying up-to-date TMP for inspection and audit
Vll.
Preparing the thri monthly Traffic Management Safety Report TMSR)
Vlll. Oversee the Emergency Response Team ERT). This include 24 hr patrol,
liaison with PDRM, tow truck operators and local authorities
IX. Prepare Emergency Response Plan ERP). This shall include all
contingencies that can affect the smooth flow
of
traffic at the approach to and
within the construction site E.g. floods, landslides, stalled vehicles, major
sporting events, etc)
3 4 5 Responsibilities
o
the Road Safety Auditor
The role of the Road Safety Auditor is to audit the TMP at the approach to and at the
construction site. This includes the observation
of
the effectiveness
of
the
TMP s
and
the traffic control devices employed during the day and night.
The
duties of the Road
Safety Auditor include:
1. Visiting the site preferably together with the Contractor and/or the
Consultant)
11
Auditing the TMP at the beginning
of
the construction to ensure workability
and suitability throughout the duration of the construction period.
l l l
Auditing the Work Zones during the Construction Phase. This is to be carried
out every three months Subject to request by S.O/P.D).
IV. Preparing the Road Safety Audit reports and sending them directly to all the
relevant parties JKR, Contractor and Consultant).
v. Presenting the findings of the Audit reports
VI.
Providing best advise to the S.O/P.D for him to make well informed decisions
Vll. Providing advise to the S OIP D on matters related to traffic management plan
during construction, as and when solicited
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CHAPTER
PLANNING TRAFFIC MANAGEMENT
SCHEMES
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CH PTER
4
PL NNING TR FFIC M N GEMENT SCHEMES
The development of work zone traffic management begins with the planning process. This
Section details the importance
of
the planning process and gives an overview
of
the steps in
the process. Emphasis is on the relationship between planning and design.
4 1
The Planning Process
The overall purpose of the planning process is to select the most appropriate traffic
management strategy. Work Zone Traffic Management Strategy is the basic scheme of
moving traffic through or around a construction, or maintenance activity. The type
of
work
zone is the most significant element of the control strategy, which also includes length of
work zone, time
of
work, number
of
lanes, width oflanes, speed control method and rightcof-
way control method. .
The suggested planning process involves seven steps, described as follows:
Step
:
Step 2:
Step 3:
Step 4:
Step 5:
Step
6:
Step 7:
Assemble Data- Describe the construction data base
Select the Traffic and Construction Duration Categories.
Determine Extent
of
Roadway Occupancy - Assessment
of
the roadway
capacity.
Identify Feasible Work Zone Types - The work zone types may be selected
from the Typical Work Zones
Impact Analysis for Environmental, Safety, Traffic flow and cost.
Analyse Volume/Capacity Relationships - Detailed analysis of capacity
constraints, queue lengths and delay. (For short duration construction, this
may not be necessary)
Select preferred Strategy - Document implementation plan.
Check for any mitigation required
A flow chart of the process is as shown in Figure 4.1.
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Step 1
Assemble Data
Step 2
Determine Traffic and
Construction Dnration Category
Step 3
Determine Extent o Roadway
Occupancy
1
Step 4
Identify Feasible Work Zone
Types
1
Step 5
Impact Analysis
- Enviromnental, Safety, Traffic flow
and Cost
Analyze Volume/Capacity Relationships
not for Temporary and Short Term
Diversions)
Step 6
Select Preferred Traffic
Management Plan Alternative
Step 7
Check for any mitigation required
Traffic Management Plan
Conceptual Proposal
FIGURE 4 1: The Planning Process
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TABLE 4.1 Suggested Data Base
A. Basic Requirements
•
Description
of
Construction Project
·
Type of work
Roadway encroachment required This should include th space required by th
work activities and equipment the safety buffer required for adequate work site
protection and th physical space occupied by the barricades r other traffic
control devices.
Limits of work
Tentative schedule
Estimated cost
·
Construction category
•
Traffic Data
24 hour volume counts
Roadway geometrics
Speed data
Description of potential detour routes
B dditional Information
•
Roadway Data
Right of way limitations
·
Horizontal and vertical profiles
·
Type and location of traffic control devices
Adjacent lane use
•
Traffic Data
Daily and seasonal volume variations
Intersection and Interchange turning movement counts
Volume of trucks
·
Signal timing data
·
Accident history
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Step : ssemble Data
The basic data required is a completed description
o
the work to be performed. The
construction activities can obviously cover a ide range
o
actions, for example:
i) Construction o new roadside drainage may have little or no disruption o
traffic.
ii) Adding a new lane, reconstructing a highway ramp, or resurfacing a pavement
have a fairly extensive impact on traffic.
iii) Replacing a bridge or culvert - may involve roadway closure and detours,
with very extensive disruption
to
traffic.
Therefore, the Degree o Impact will suggest the extent o the data to be assembled.
Table
4 1
shows some basic guidelines. The basic requirements are described in the
top half
o
the table. This data is all that is required for most projects. The bottom half
o
the Table 4 1 describes data that may be useful where the work zone involves
detour routes or where there is a very close decision between alternative strategies.
t is important that the designer o the Traffic Management Plans and his/her team to
visit the site for field check and collect several inventory on the existing facilities
including existing structures, services and public facilities such
as
street lighting,
traffic light, bus and taxi stops and road fumitures that may require removal during
the construction stages.
Data collection, assessment
o
existing road capacity with traffic movement including
the numbers o lanes, existing islands, median road kerbs complete with geometric
details, determination
o
existing travel and distribution patterns and identification o
potential problems that might arise due to temporary road widening will be considered
during planning stage o traffic diversion scheme with the help
o
construction
method adopted by main contractor.
Other factors that give impact during planning and design
o
traffic management
schemes are the availability
o
inventory review and traffic data survey which are
normally done by other parties.
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Step : Select the Traffic and Construction Duration Categories
For the purpose o standardization ease o strategy identification and design it is
proposed that the Work Zone Types are divided into the following categories:
T BLE 4 2: TRAFFIC
C TEGORIES
RO D
CLASSIFICATION SPEED PROFILE
SPEED
Low
Speed < 60 km/hr
URBAN
High Speed > 60 km/hr
Low Speed < 70 km/hr
RURAL
High
Speed > 70 km/hr
Low
Speed
<
90 km/hr
EXPRESSWAY
High
Speed > 90 km/hr
TABLE 4 3:
CONSTRUCTION DUR TION C TEGORIES
CLASSIFICATION DURATION
Temporary Diversion
< 1
ay
. Short Term Diversion
<
1 Month
Long
Term Diversion
> 1
Month
Each o the above category forms partly a function in the work zone selection
strategy. The selection o the most appropriate strategy begins with identifying the
categories set out above. This would offer some flexibility such that traffic disruption
can be minimized. This can then be followed by evaluating costs and impacts and
finally results in selecting the best traffic control strategy.
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Step 3: Determine xtent of Roadway Occupancy
The type
of
construction will generally dictate the degree to whi ch the roadway will
be occupied and closed to nonnal traffic. To defIne the extend of this occupancy, the
following factors should be detennined.
i) The total project length and the beginning / ending points.
ii) The length of the occupied roadway at
anyone
time and during a particular
24-hour period.
iii) The portion of the roadway that will be closed to nonnal traffIc.
iv) The expected number of working days to complete the project.
Each
of
the above factors are partly a function
of
the work zone strategy. In most
cases, these factors have some flexibility such that traffic disruption can be
minimised. Therefore, this step and Step 4 on identifying feasible work zone types
should be repeated until all acceptable alternatives are identifIed.
As a guide, the number
of
lanes provided through the work zones should be the same
as the existing. In cases where there are constraints, the pennission of the SO should
be soughted.
Step 4: Identify Feasible Work Zone Types
This step and Step 5 serve to identify possible work zone types such as the follo ing:
1 Lane Constriction
2
Lane Closure
3
Shared Right
of
Way
4
Median crossover
5
Detour
6
Temporary Bypass
7
Intennittent Closure
8
Use of Shoulder or Median
Based on the extent of roadway occupancy, the cross-sectional characteristics (lane
width, shoulder width, right of way, etc.) and considering the constraints imposed by
regulations and policies, feasible work zone types can now be chosen. Typically, only
a small number of work zone types ill emerge
as
being feasible for a particular
project, and in many cases only one may be possible. IdentifIcation
of
these types in
this early stage
of
the planning process can signifIcantly reduce the analysis effort in
subsequent steps.
Step 5:
Impact Analysis
The purpose of this step is to conduct impact assessment related to environment,
safety, traffIc flow and cost to evaluate in detail the extent
of
each impact due to the
construction activities. For the Temporary and Short Tenn Diversions, there is no
need to carry out the volume/capacity analysis.
For the Long Tenn Diversion, in addition to impact assessment on environment,
safety, traffIc flow and cost, the general level of roadway congestion should also be
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recognized. The purpose of this step is to analyze in detail and investigate the
volume/capacity relationships to allow a complete consideration
of
each possible
strategy.
This step will also determine the roadway capacities of the various work zone
strategies and to compare them to the expected traffic volumes. When
volume
exceeds capacity an estimate
of
queue length will also be calculated. Depending on
the length and duration of the queue the strategy may have to be abandoned unless
additional measures can be taken to increase capacity or reduce demand. Such
measures may include restricting work to certain times making signalization
improvements removing parking and diverting traffic to other facilities.
Step : Select Preferred lternative Traffic Management Plan
When all critical impacts are analysed the most effective strategy will often have less
impact on all measure and therefore be the obvious choice.
Step 7:
Check for Mitigation Requirement
Mitigation measures will be necessary for the preferred alternative to minimise impact
caused by the construction works.
This step concludes the Planning process. As with other procedures the analysis
should be carefully documented and used s input to the overall work zone traffic
control process.
4.2.1
Relationship Between Planning and Design
Selecting the appropriate traffic management strategy and developing plans and
specifications required to implement that strategy are two distinctly different activities.
The first activity is done during the planning process while the second is part
of
the design
process.
Although planning and design are different activities a strong relationship exists between the
two. During the planning process when strategies are being defined the traffic management
plan for each strategy is sketched. The cost
of
the traffic control is also a factor in the
selection of the most appropriate traffic management strategy.
When the planning process is complete the sketch of the traffic management plan of the most
appropriate strategy is a natural starting place for the design process. Also
if
the design
process reveals major impacts that were not considered during the planning process then it
may e necessary to include these impacts and re-evaluate the planning results.
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CH PTERS
DESIGNING TR FFIC
M N GEMENT SCHEME
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CHAPTERS
DESIGNING A TRAFFIC MANAGEMENT SCHEME
This Chapter discusses the design o Traffic Management Plans (TMPs) including the details
o
the plan, typical layout and adapting typical layout to actual site conditions.
5 1 Traffic Management Plans TMPs)
Traffic Management Plans show the placement and type o traffic control devices to be used
in a work zone as well as information about the type
o
worJ<: zone to be used in each phase
o
the work. A Traffic Management Plan should be prepared and understood by all responsible
parties before the site is occupied. Any changes in the traffic management plan should be
approved by an official trained in safe traffic control practices. A formal Traffic Management
Plan (TMP) is required in the plans, specifications, and estimates for all road proj ects.
TMP s may range in scope from a very detailed plan designed for a specific project, to simply
a reference to typical plans. The details o
the TMP depend on the complexity
o
the project
and on the amount o traffic interference introduced by the work activity.
The design
o
traffic management plans is discussed in this Interim Guide. Materials
developed for the TMP may include, but are not limited to:
• Scaled drawings
o
the control zones
• A list o devices selected for installation
• Identification o special manpower needs such as flagmen
• Approvals
and
Endorsement by Supervising Engineers and the Road Authorities.
Copies
o
permits should also be displayed i applicable.
• Phone numbers o officials to be contacted in an emergency
• Scaled drawings o construction stages, including detours, lane closure, U-turns
• Placement and Removal dates
• Identification
o
special needs such as nighttime delineation, temporary signals,
pedestrian crossing facilities
Development o the traffic management plan actually starts during the planning process.
The plarming process will generally specify the most appropriate work zone type, the phases
o
work, and scheduling considerations.
The design
o
the traffic management plan involves the consideration
o
a number
o
factors
(some that were considered in the planning process) to determine the best marmer in which
traffic can be guided safely through the work zone both during the day and night.
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Factors that should be considered in the T P are shown in TABLE 5 1 below.
Construction staging determined during the planning process, should
be
reexamined
to
determine the complexity of each stage, overlapping of stages, periods or work activities that
were
overlooked and special problems expected. Areas that
must
be
considered
in
detail
include:
• Existing rules and restrictions on/within the construction area
•
The
location of work on roadway, shoulders, or sidewalks)
• The number
oflanes
required for the
work
activity,
• Hazards created
by
the
work
activity within the recovery area such as boulders,
drains, pipe, headwalls, blunt ends of guardrail, and sign supports; and
• Delays during the placement and removal preferably during low traffic volume
periods)
• aximum length of
work
zone allowed by the road authority
• Special needs oflocal traffic
TABLE 5 1: FACTORS N DESIGN OF TRAFFIC MANAGEMENT PLANS
Economic
and community
-
commercial business districts,
-
residential locations,
-
recreation areas,
-
shopping centers,
-
railroad
crossings,
-
rural
areas,
raffic
-
volumes,
-
peak hours,
including holiday
special event and recreation traffic
-
pedestrians, bicycles and motorcycle
traffic
-
large vehicles such as trucks and buses,
-
speed of
traffic
Peak and off peak period)
-
capacity of roadway,
-
traffic signal operation effect
on
existing vehicle detectors);
-
bus stops,
Maintenance
-
loss of
visibility
and damage
to
devices during rain,
-
drainage during heavy rain
-
maintenance of traffic
control
devices cleaning,
cutting
vegetation away from signs).
-
period of construction
Worker Provisions
-
parking
of private vehicles,
-
protection near travel way
-
flagmen
-
access
to
each part of work area and break area
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5.2 Traffic Control Zones
The design
of
the traffic management scheme must follow the basic concept of a typical work
zone. A typical work zone should have the folloing areas:
ZONE
A: Advance Waming Area
ZONE
B: Transition Area
ZONE C: Buffer Area
ZONED Work Area
ZONE E Termination Area
If no lane or shoulder closure is involved, the transition area will not be used. In this Chapter,
each
of
the Zone/Area will be examined for one direction
of
traveL If the work activity
affects more than one direction of travel, the same principles apply to traffic in all directions.
FIGURE 5.1 illustrates the five parts of a traffic control zone to be discussed in this section.
~ t i ·
,
TERMIN TION RE
lets traffic resume
normoi driving
I
WORK RE
I
I
I
SUFFER SP CE
vovides
prot<: ction for
tr ffic
o d ""CI(leers
I
,
TR NSITION RE
m(')ves trcffk
Q'Ji
of
its normal
p c t ~
1
ADVAi'lCE W A R ~ I N G AREA
tells tr ffic
whot
to
,,,,(,ad
Figure 5 1:
Areas in a Traffic Control Zone
RE S IN A
TR FFIC
CONTROL ZONE
5.2.1 ZONE A:
Advance
Warning Area
i)
ii)
An advance warning area is necessary for all traffic control zones because
drivers need to know what to expect. Before reaching the work area, drivers
should have enough time to alter their driving patterns. The advance warning
area may vary from a series of signs starting 2 Ian in advance of the work area
to a single sign or flashing lights on a vehicle
When the work area, including access to the work area, is entirely
off
the
shoulder and the work does not interfere with traffic, an advance warning sign
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may not be needed.
n
advance warning sign should be used when any
problems or conflicts with the flow of traffic may be anticipated.
iii) The advance warning area, from the first sign to the start of the next area,
should be long enough to give the motorists adequate time to respond to the
conditions. For most operations, the length can be:
a
2
kIn
to 1
kIn
for expressways
b
500m for most rural roadways or open highways conditions
c
at least 250m for urban roadways.
TABLE 5 2:
ADVANCE WARNING ZONES
ROAD CLASSIFICATION SPEED PROFILE
ADVANCE SIGN
Low Speed
250m
URBAN High Speed
400m
Low
Speed
350m
RURAL
High
Speed
500m
Low
Speed 1000m
EXPRESSWAY High Speed
2000m
5.2.2 ZONE B
Transition
rea
i) When work is performed within one or more traveled lanes, a lane cJosure s)
is required. In the transition area, traffic is channelized from the normal
highway lanes to the path required to move traffic around the work area. The
transition area contains the tapers, which are used to close lanes.
ii) The transition area should be obvious to drivers. The correct path should be
clearly marked with channelizing devices and pavement markings so that
driver will not make a mistake
folloVving
the old path. Existing pavement
markings need to be removed and new markings placed when they conflict
with the transition. Pavement marking arrows are useful in transition areas.
iii) With moving operations, the transition area moves with the work area. A
shadow vehicle may be used to warn and guide traffic into the proper lane.
iv) A taper is a series of channelizing devices and pavement markings placed on
an angle to move traffic out of its normal path. Four general types of tapers
used in traffic control zones are:
a Lane closure tapers are those necessary for closing lanes of moving
traffic sometimes referred to as channelizing tapers)
b) Two-way traffic tapers are those needed to control two-way traffic
where traffic is required to alternately use a single lane commonly
used when flaggers are present)
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b
5.2.3 ZONE C:
be advisable when material trucks move into the work area by backing
up from the downstream end of the work area.
Closing tapers are similar in length and spacing to two-way traffic
tapers.
Buffer
rea
i The buffer space is the open or unoccupied space between the transition and
work areas. With a moving operation, the buffer space is the space between
the shadow vehicle, if one is used, and the work vehicle.
ii) The buffer space provides a margin
of
safety for both traffic and workers.
If
a
driver does not see the advance warning or fails to negotiate the transition, a
buffer space provides room to stop before the work area,
t
is important for the
buffer space to be free
of
equipment, workers, materials, and workers'
vehicles.
iii) Place channelizing devices along the edge of the buffer space. The suggested
spacing in meters is equal to two times the spacing for lane closure taper.
iv) Situations may occur where opposing streams
of
traffic are transitione d so one
lane
of
traffic uses a lane that is normally in the opposite direction. -In these
situations, a buffer space should be used to separate the two tapers for
opposing directions
of
traffic because it could help prevent head-on collisions.
5.2.4 ZONE D:
Work
Area
i
The work area is that portion
of
the roadway, which contains the work activity
and is closed to traffic and set aside for exclusive use by workers, equipment,
and construction materials. Work areas may remain in fixed locations or may
move as work progresses. n empty buffer space may be included at the
upstream end. The work area is usually delineated by channelizing devices or
shielded by barriers to exclude traffic and pedestrians.
ii) Conflicts between traffic and the work activity or potential hazards increase
as:
a)
b
c)
d)
The work area is closer to the traveled lanes
Physical deterrents to normal operation exist, such as uneven
pavements, vehicles loading or unloading.
Speed and volume
of
traffic increase
The change in travel path gets more complex, shifting traffic a few
meters in comparison with shifting traffic across the median and into
lanes normally used by opposing traffic.
iii) Work areas that remain overnight have a greater need for delineation than
daytime operations.
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c) Shoulder closure tapers are those needed to close shoulder areas.
d Downstream tapers are those installed to direct traffic back into its
nonnal path.
v) Lane Closure Taper
a
The length
of
taper used to close a lane is detennined by the speed
of
traffic and the width
of
the lane to be closed (the lateral distance traffic
is shifted). There are two fonnulas for detennining the length
of
a taper
(L) used for lane closures (See Table 5.3). Ifrestricted sight distance is
a problem, the taper should begin well in advance of the view
obstruction such as sharp vertical or horizontal curves.
The beginning of tapers should not be hidden behind curves. Table
5.4
shows the taper lengths, the recommended number, and spacing of
channelizing devices
b Generally, tapers should be lengthened, not shortened, to increase their
effectiveness. Observe traffic to see
if
the taper is working correctly.
Frequent use of brakes and evidence
of
skid marks
is
an indication that
either the taper is too short or the advance warning is inadequate.
vi)
Two Way Traffic Taper
a The two-way traffic taper is used in advance of a work area that
occupies part
of
a two-way road in such a way that the remainder of
the road is used alternately by traffic in either direction. In this
situation, the function
of
the taper is not
to
cause traffic to merge, but
rather to resolve the potential head-on conflict. A short taper is
used to
cause traffic to slow down by giving the appearance
of
restricted
alignment. Drivers then have time at reduced speed to decide whether
to proceed cautiously past the workspace or to wait for opposing traffic
to clear. A flagger
is
usually employed to assign the right-of way in
such situations.
b) Two-way traffic tapers should be
15
to 30 meters long, with
channelizing devices spaced a maximum of 3 to 6 meter respectively,
to provide clear delineation
of
the taper.
vii) Shoulder Closure Taper
a
When an improved shoulder is closed on a high-speed roadway, it
should be treated as a closure of a portion of the roadway, which the
motorists expect to use in an emergency. The work area on the
shoulder should be preceded by a taper that may be shorter than for
lane closures. One-half of the length from Table
5.4
is suggested as a
maximum for shoulder closure tapers, provided the shoulder is not
used as a travel lane . f the shoulder is being used as a travel lane,
either through practice or through use caused by construction, a lane
taper closure should be placed on the shoulder.
viii)
Dowstream Taper
a A downstream taper is used at the downstream end of the work area to
indicate to drivers that they can move back into, the lane that was
closed. t is placed in the tennination area. While closing tapers are
optional, they may be useful in smoothing traffic flow. They may not
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iv) Guidelines
a) Use traffic control devices to make the work area clearly visible to
traffic.
b)
c)
d
e)
5.2.5 ZONE E
Place channelizing devices between the work area and the traveled
way. Devices placed
on
a tangent (along the work area) to keep traffic
out
of
a closed lane should
be
spaced
in
accordance with the extent and
type of activity, the speed limit of the roadway, and the vertical and
horizontal alignment such that it is apparent the lane is closed. For high
speed roadways, the devices should be spaced 2
to
4 times the spacing
for lane closure taper. For low-speed roadways, a closer spacing
may
be
used.
Provide a safe entrance and exit for work vehicles.
Protect mobile and moving operations with adequate warning
on
the
work and/or shadow vehicles.
Flashing lights and flags should
be
considered on work vehicles
exposed to traffic.
Termination rea
i) The termination area provides a short distance for traffic to clear the work area
and to return to the normal traffic lanes. t extends from the downstream end
of
the work area to the PEMBINAAN TAMAT sign. A downstream taper
may
be
placed in the termination area.
ii) For some work operations, such as single location utility or maintenance
repair, it may not
be
necessary to display a sign as it will be obvious to drivers
that they have passed the work area.
iii) There are occasions where the termination area could include a transition. For
example, if a taper were used to shift traffic into opposing lanes around the
work area, then the termination area should have a taper to shift traffic back
to
its normal path. This taper would then be in the transition area for the
opposing direction
of
traffic. t is advisable to use a buffer space between the
tapers for opposing traffic.
v) Avoid
gaps
in the traffic control that may falsely indicate to drivers that they
have passed the work area, for example, if the work area includes intermittent
activity throughout a 1 kilometer section, the drivers should
be
reminded
periodically that they are still in the work area.
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NOTE Refer also t Figure 5
4
for area distances and spacingo raffic control devices
Speed
Limit
kmIhr
30
40
50
55
65
70
80
90
TABLE 5 3:
FORMULAS FOR
TAPER LENGTH
Posted Speed
70 km/h or under
70 km/h
or
over
Where L = taper length
W
=
width
o
lane or offset
S = posted speed, or off-peak 85 percentile speed
arer Length
Number of
Channelizing
Lane Width in Meters
Devices for
Taper
3
3.5 3.75
17
20 22
5
30 35
40
6
50
55
60
7
60 70
75
8
80
95 100
9
130
155
165
13
150 175 190
13
170
195 210
13
Formula
L_WS2
155
L WS
1.6
Spacing of
Devices Along
Taper
in
Meters
6
7
9
10
12
13
15
16
TABLE 5.4: Taper Lengths for Lane Closures Distance L
Base on 3.75 meter wide lane. This column is appropriate for lane widths less th n
3.75 meters
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SP CING OF
RE
DIST NCE DEVICES
DV NCE W RNING RE
Expressways
I 2km
min. 50 m apart
Rural Roadways or
Open Highways
350 m min.) min. 50 m apart
Urban Roadways 250 m min.)
min.
5
m apart
TR NSITION RE
Lane closure Taper
As in Table 5.4
As
in Table 5.4
2-way Traffic Taper
5
- 30 m
3 - 6 m apart
Shoulder Closure Taper
Half the values
of
As in Table 5.4
Table 5.4 max.)
Downstream Taper
5
- 30 m
3 - 6 m apart
BUFFER RE Arbitrary
Double the values
of
Table 5.4
WORK RE
Arbitrary
Double or four times
the values of Table 5.4
TERMIN TION RE
DO\VTIstream
Taper
5
- 30 m 3 - 6 m apart
T BLE 5.5: Details
of
Traffic Control Zone
Areas
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CHAPTER 6
TYPICAL LAYOUTS O THE
TRAFFIC MANAGEMENT PLAN
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CHAPTER 6
TYPICAL LAYOUTS OF
TH
TRAFFIC MANAGEMENT PLAN
6.1 New Typical Layouts
In this Interim Guide, a new set of Temporary Signs is being proposed. The main focus of the
new proposal is the use of symbols rather than words in the sign faces. The new sign face
proposals are as shown in APPENDIX A. The new temporary signs are also proposed to
have different shapes for the Expressway categories and the Urban and Rural categories.
For the purpose of standardization; ease of strategy identification: and design, it
is
proposed
that the Work Zone Types are divided into two, ie:
i the Traffic Category and
ii) the
Construction Duration Category
6.1.1 The Traffic
Category
The traffic category will determine the
SIzes
of the Traffic Control Zones. These are
illustrated in Table 6.1 and Figure 6.1.
TRAFFIC CATEGORIES
ROAD CLASSIFICATION SPEED PROFILE
SPEED
Low Speed <
6
km/hr
URBAN
High Speed >
6
km/hr
Low Speed <
7
km/hr
RURAL
High Speed
>
7 km/hr
Low Speed < 90 km/hr
EXPRESSWAY
High Speed >
90
km/hr
.
TABLE 6.1: The Traffic Categones
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fIGUR 6 1: SIZ S Of
TRAffIC
ZON S
)I )I )I
)I )
URBAN
ow
Speed
25 m
High Speed
4 m
RURAL
ow
Speed
35 m
High Speed
5 m
EXPRESSWAYS
ow
Speed
1 m
High Speed
2 m
ZON B
TR NSITION
1 m
15 m
1 m
15 m
25 m
3 m
varies
varies
varies
varies
varies
varies
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....•...
_ •• • • ••
6 1 2 The Construction Duration Category
The Construction Duration category will determine the type o the Traffic Control Devices.
These are illustrated
in
Table 6.2 and Figure 6.2.
CONSTRUCTION DUR TION C TEGORIES
CL SSIFIC TION
DUR TION
Temporary Diversion
< 1 Day
lagmen are always required during
temporary diversion works
Short
Term
Diversion
> 1 Day
< 1 Month
Long Term Diversion
>
1 Month
TABLE 6 2: The Construction Duration Categories
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FIGURE 6 2
TEMPORARY
DIVERSION
SHORT TERM
LONG TERM
./ I....... -....1/ I....... I...... -
71...... 71,- --/T , 71
ZONES
TRANSITION
Adv
Sign - MUST
Arrow
Signs
Arrow
i g ~ ; ~
-Cones .-Cones I
Adv
Warning Signs
Arrow Signs -Work Area Speed Signs
Apply the full
set
-Plastic NJBs
-Plastic NJBs
-Delineators
Strings
Adv Warning
Signs
Arrow Signs -Work Area Speed Signs
- Apply the full
set
-Plastic NJBs -Concrete Plasti c
NJBs
-Add. TCDs -Delineators
Strings
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6.2 Sign Arrangements
t is also the intention o the Interim Guide to standardize the application o the temporary
signs in the work zones. This is to ensure drivers' familiarity and compliance to the TMP
proposed. t is recommended that a uniform arrangement
o
signs be adopted throughout the
work area. The proposed arrangement o signs is in Figure 6.3.
The detailed signing o each zone is
as
follows:
ZONE A ADVANCE WARNING AREA
the example given here s or the Rural High Speed Traffic Category)
See Figure 6.4.
Sign 1 -Identification Sign
This sign gives an advance warning to the motorists
o
a work area ahead.
t should also identify the Road Authority responsible for the work. This is
usually a worded sign.
This sign should be installed 500m from Transition Area in the case o the
Rural High Speed Traffic Category.
Sign 2 - Information Sign
This sign also provides advance warning to the motorists o a work area
ahead. This is usually a symbol sign.
This sign should be installed 400m from Transition Area in the case
o
the
Rural High Speed Traffic Category.
Sign 3 - Speed Sign
This is the Speed sign indicating the first step-down speed for the
motorists. The speed step-down should not exceed 20kmlhr.
This sign should be installed 300m from Transition Area in the case o the
Rural High Speed Traffic Category.
Sign 4 -
Information Sign
This sign provides information to the motorists o what to expect ahead
and what maneuvers he will need to make. This is usually a symbol sign.
This sign should be installed 200m from Transition Area in the case o the
Rural High Speed Traffic Category.
Sign 5 - Speed Sign
This is the Speed sign indicating the second step-down speed for the
motorists.
This sign should be installed 100m from Transition Area in the case
o
the
Rural High Speed Traffic Category.
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FIGURE 6 3
st
Sign-
Sign
2
nd
Sign
3
rd
Sign
4th Sign
5
th
Sign
SIGN
ARRANGEMENTS
US
Identification
Info
Sign
Speed Sign
Info
Sign
Speed Sign
ZONE B
TRANSITION
US
ARROW SIGNS
ZONE
E
TERMI
USE·
···WAR NING
; :SIGN
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\ -=- h . . ~
- - - - ~ . -_ ,_
/
/
FIGURE 6.4
1
t
Sign-
Identification Sign
2
nd
Sign-
Info
Sign
3
rd
Sign- Speed Sign
4th
Sign- Info Sign
5
th
Sign- Speed
Sign
ARROW SIGN at
start of Transition
Area to be placed on
high
post
- - ~ - '
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-------------------------------------- - -
-
ZONE B TRANSITION AREA
See Figure
6 S
Sign 6 - rrow Sign
This is the Arrow Sign at the start of the Transition Area.
This sign should be installed at the beginning of the Transition Area. t is
advisable to install all the Arrow Signs on high posts.
Signs 7 8 - rrow Signs
The Arrow Signs are repeated for Sign 7 and Sign 8.
Sign 7 is placed at the middle of the Transition Area.
Sign 8 is placed at the end of the Transition Area.
ZONE D WORK AREA
See Figure 6.6.
Sign 9 - Speed Sign
This is the Speed Sign informing the motorists the safe speed to drive
through the Work Area.
This sign should be installed at the beginning
of
the Work Area.
t
is
advisable to install the Speed Signs on high posts.
This sign is repeated for Sign 11. This sign should be placed about
SOm
-
100m after Sign 10.
Sign 10- Work rea Sign
This is the Arrow Sign indicating the lane where the motorists should be
driving through the Work Area.
This sign should be installed at SOm - 100m into the Work Area.
t
is
advisable to install the Arrow Signs on high posts.
This sign is repeated for Sign 12. This sign should be placed about
SOm
-
100m after Sign 11.
ZONE E TERMINATION AREA
Sign
13
- PEMBINAAN;
TAMAr
Install 30m after the downstream taper
Figure 6.7 gives an overall sign arrangement layout for the typical Rural High Speed Traffic
Category work zone.
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- - ~ -
TRANSITION ZONE
- Sign
rrangements
-
ARROW SIGNs at the Transition
Area
- To be placed on high
post
.
•
.
·
•
•
·
·
·
·
•
•
•
·
•
)
ZONES
TRANSITION
J
FIGUR
6 5
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'»
1;;0
o
;;0
0 0
~ E
ii) CJ)
( )
-
(t) G)
a.
Z
o Q)
: : : 1 -
-
::r:::r
_ . (t)
CO
r ~
00
o
..,
n '
»
6
Q)
.
..........
• ••
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- , - ~
RUR L HIGH SPEED
OVER ll
SIGN RR NGEMENTS
a
·
·
·
·
·
·
;
ZONE B
TR NSITION
FIGURE 6 7
~
ZONE
· · ·
•
·
•
·
T RM
.
...
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6 3 Modification
o
Typical Layouts
Each work zone is different, with variables such
as
speed, volume, location
o
work,
pedestrians, and intersections changing the needs for each zone. The goal
o
work zone traffic
control is safety, and the key factor in effective traffic control in work zones is application
o
proper judgements.
Plans contained in the Guide are called
typical applications. In this respect, they represent
the layouts for the general situations found in the field. When unusual conditions are found,
the typical layouts must be adapted to the particular roadway and worksite configuration.
Furthermore, these typical layouts are minimum requirements. When needed, either
additional device may be used to supplement the layout, or sign spacing and taper lengths can
be increased to give drivers additional response time or shortened for low-speed situations.
When difficult situations or unusually hazardous conditions are found, a higher-type
treatment than that shovm as typical may be required.
The types
o
modifications that may be desirable or needed include the following:
i) Additional devices
additional signs (but care must be taken not to oversign especially in the
advance warning and transition areas
o
the work zone)
flashing arrow panels
more charmelizing devices
ii) Upgrading o devices
improved pavement markings or raised pavement markers
larger signs
higher type charmelizing devices
barriers in place o channelizing devices
variable message signs
iii) Improved geometrics at detours or crossovers
iv) Increased distances
longer advance warning area
longer tapers
v Lighting
steady-bum lights for charmelization
flashing lights for isolated hazards
illuminated signs
floodlights
The following points should be considered when designing a TMP for a specific field
condition:
i) Drivers may not perceive or understand one or more o the devices placed in
the traffic control zone. Therefore, some extra signs or devices may be
required to protect motorists and workers. However, guard against
oversigning.
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ii) Consideration must be given to what might happen i the motorist does not get the
required information. The level o protection used and the delivery o the message
should be related to the level o hazard. More emphatic messages and a higher
level o protection are needed for high hazard situations.
iii) Where possible, a recovery space buffer zone) should be provided.
iv) Devices must be evaluated on a system basis. How will the entire set o devices
perform in the work zone to guide drivers and protect workers.
6 4 Classification of Typical Layouts
The classification
o
typical plans is made difficult by the many different variables that must
be considered. The following list defines the basic parameters and the range o their
characteristics.
i Type o facility
two-lane
multilane, undivided
multilane, divided
intersection
interchange
ii) Regional and traffic characteristics
iii)
rural/urban
low speed/high speed
low volume/high volume
Work activity duration
short, intermediate or long term
slow or fast moving
intermittent or continuous
iv) Worksite location
v)
in right-of-way
on shoulder
in road
Closure configuration
shoulder closed
lane or lanes closed
shoulder used as travel lane
roadway closed
crossover
on-site detour bypass)
off-site detour
When making modifications to the typical solutions, establish a set o plan, which represents
the range o conditions commonly, found rather than a plan for every possible combination o
parameter values.
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6.5 Considerations to Modifying the Typical Layouts
Each traffic control zone is different, with variables such as speed, volume, location ofwork,
pedestrians and intersections changing the needs for each zone. The goal of a traffic control
zone is safety, and the key factor in ensuring the control zone works is the application
of
proper judgement. The examples in this chapter are guides showing how to apply the
standards.
The typical applications include use of various traffic control methods, although they do not
include a layout for every conceivable work situation. Typical applications may be altered to
fit the conditions
of
a particular work area.
On many
of
the typical applications, the existing pavement markings have been either marked
or changed to indicate those that should be changed for long-term projects.
f
the project is
short-term, such as I-day maintenance operations, the pavement markings may not need to be
removed and replaced although guidance should he provided with channelizing devices.
Figures 1 to 6 in
APPENDIX B
shows the typical traffic control devices needed for various
work zones.
t
indicates how traffic control increases as traffic increases. Some of the less
complicated work zones are not illustrated.
i Work Entirely Beyond Shoulder or Parking Lane
i)
Traffic control depends primarily on devices such as advance warning signs,
flashing vehicle lights and flags. An advance warning sign should be used
when any ofthe
folloVving
conditions may occur.
a) Work will be performed immediately adjacent to the roadway at certain
stages of. the activity.
b)
Equipment may be moved along or across the highway.
c) Motorists may be distracted by the work activity.
ii Work n Or Over Shoulder Or Parking Lane
i) No encroachment in the travelled lane means there is no direct interference
with traffic. When shoulder
is
occupied or closed, the motorist should be
advised and the workers should be protected. Usually, a single warning sign is
adequate. When an improved shoulder is closed on a high-speed roadway, it
should be treated as a closure
of a portion of the road system which the
motorist expects to be able to use in an emergency. The work area on the
shoulder should be closed off by a taper of channelizing devices.
ii) Minor encroachment in the travelled lane means when work on the shoulder or
takes up part
of
a lane, traffic volumes, type
of
traffic buses, trucks and cars),
speed, and capacity should be analyzed to determine whether the affected lane
should be closed. For high-speed traffic conditions, a lane closure should be
considered.
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iii Work On Two-Lane Roadway
i) When one lane is closed on a two-lane, two-way road, the remaining lane must
be used by traffic travelling in both directions. The short two-way traffic taper
15 meters minimum is used to slow traffic as it approaches the work space.
Alternate one-way traffic control may be affected by the following means:
a)
Two flaggers, one at each end of the work area.
b One flagger can assIgn right-of-way at a short work area with low
volumes.
c For very short work areas at a spot location where traffic volumes and
speeds are very low, the movement may be self-regulating. This method is
not satisfactory when the work area is near sharp hills and curves.
d)
A pilot car
e Temporary traffic signals for long duration projects.
ii
f
the work area ends near the curve or hill, a flagger should be stationed at
both ends of the work area. The transition area should be adjusted so that the
flagger and the entire taper will be visible before the curve Qr bill for an
adequate stopping sight distance.
iv Mobile Operations
i)
Mobile operations are work activities that make frequent short stops up to a
IS-minute period, such
as
litter cleanup or pothole patching and are similar to
stationary operations. Warning signs, flashing vehicle lights, flags, andlor
channelizing devices should be used.
ii Do not decrease safety by using fewer devices simply because the operation
will change its location frequently. Use more visible, devices which are
portable. Flaggers may be used but caution must be taken so they are not
exposed to unnecessary hazards. Move the control devices periodically to keep
them near the work area.
v Moving Operations
i) Moving operations are work activities where workers and equipment move
along the road without stopping, usually at slow speeds. The advance warning
area moves with the work area. Traffic should be directed to pass safely.
Parking may be prohibited and work should be scheduled during off peak
hours. For some moving operations, such as street sweeping,
if
volumes are
light and sight distances are good, a well marked and signed vehicle may
suffice. f volumes andlor speeds are higher, a shadow or backup vehicle
equipped as a sign truck, should follow the work vehicle. Where feasible,
warning signs should be placed along the road and periodically moved as the
work progress. In addition, vehicles maybe equipped with flags, flashing
vehicle lights, and appropriate signs.
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vi Short-Term Utility Operations
i
Despite the shortness
of
short-tenn operations, certain traffic controls are
necessary.
ii) In urban areas, the work vehicle may be used for warning
if
it is equipped with
flashing lights, rotating beacons, or flags.
iii) When entering or leaving a manhole, workers should always face oncoming
traffic, so that they can get out of the way
if
necessary. Materials or equipment
should be stored away from the manhole opening.
6.6 Urban Areas
i Urban traffic control zones may be subdivided into segments:
(a) Decide how to control vehicular traffic; how many lanes are required; or
whether any turns should be prohibited at intersections.
(b) Then decide hot to control pedestrian traffic. f work will be done on the
sidewalk, decide whether it will be necessary to close the sidewalk and
assign the pedestrians to another path.
(c) Next, decide what is needed to maintain access to business, industrial and
residential areas. Even if
the road is closed to vehicles, pedestrian access
and walkways should be provided.
6.7 Pedestrians
i When there is pedestrian traffic in the area, specific walkways need to be
provided. fnearby buildings are being demolished or built, covered walkways
may be needed. Do not force pedestrians to walk through the work area or into
travelled lanes. f a sidewalk is closed, provide a temporary walkway around
the work area or direct the pedestrians to an alternate route, which must be
protected by charmelizing devices.
ii) The following situations nonnally warrant walkways in the TMPs:
a
Where sidewalks cross the work zone,
b) Where a designated school route crosses the work zone,
c) Where significant pedestrian activity or evidence
of
such activity exists
(i.e. a worn path), and
d Where existing land use generates pedestrian activity. (such as bus stops,
factories, mosques, night market, etc.)
iii) The following principles govern the design and construction
of
pedestrian
facilities:
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6 8
a Pedestrians and vehicles should be physically separated with barriers,
barricades, or similar devices.
b) Walkways should be maintained free
of
any obstructions and hazards such
as holes, debris, mud, construction equipment, stored materials, etc.
c) Temporary lighting should be considered for all walkways used at night,
particularly if adjacent walkways are lighted.
d Walkways should be at least 4 feet wide, and wider in areas of high
pedestrian activity.
e All hazards (ditches, trenches, excavations, etc.) near walkways should be
clearly delineated.
f Walkways under or next to elevated work activities such as bridges or
retaining walls may need to be covered.
g Where safe direct passage can not be provided, pedestrians should be
directed to the other side
of
the street by appropriate traffic control
devices.
h) Signs and traffic control devices should not be a physical hazard to
pedestrians.
i Signs located near or adjacent to a sidewalk should have a 2;5m clearance.
j
Where construction activities involve sidewalks on both sides
of
the street,
work should be staged so that both sidewalks are not out
of
service at the
same time. In the event, sidewalks on both sides
of
the street must be
closed, pedestrians should be guided around the construction site.
k Retroreflectorized traffic control devices are of little value to pedestrians.
Warning lights should be used to delineate the pedestrian s pathway and to
mark hazards
as
needed.
1 Where possible, the scheduling for the construction of the overhead
pedestrian bridge need to be brought to the beginning
of
the program to
minimise probability
of
accidents involving pedestrians crossing multi lane
road.
icycles
Bicycles also need protection or access to the roadway. If a bicycle path is closed
because
of
work being done, an alternate route should be provided if appropriate.
Give guidance to
bicyclists of available alternate routes. Bicycles should not be
directed into the same path being used by pedestrians.
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• • • • _ _.
6 9 Motorcycles
Proper treatment needs to be given to the route used by motorcyclists.
If
a motorcycle
route (either in the form
of
an exclusive motorcycle lane or paved shoulder for use by
motorcycle) is closed because of construction works, an alternate route is to be
provided. Proper guidance in the form
of
signs, markings, street lighting are to be
provided. The motorcycle route should never be directed onto the same path used by
pedestrians and/or bicycles.
6 10 Interchanges
i) On limited, access highways, with interchange ramps, access to these ramps
should be maintained even if the work area is in the lane adjacent to the ramps.
If access is not possible, close the ramp, using signs and barricades. Early
coordination with officials having jurisdiction over the affected crossroads is
needed prior to ramp closure.
ii) The access to the exit ramp should be clearly marked· and outlined with
channelizing devices. For long-term projects, old markings should be removed
and new ones placed. As the work area changes, the access may be changed.
6 11 Intersections
i) Use advance-warning signs, devices and markings as appropriate oh all
crossroads. The effect of the work upon signal operation should be considered
such as signal phasing for adequate capacity and for maintaining or adjusting
detectors in the pavement.
6 12 Detours
i) Detour signing is usually handled by the traffic engineer with authority over
the roadway because it is considered a traffic routing problem. Detour signs
are used to direct traffic onto another roadway. When the detour is long, install
signs to periodically remind and reassure drivers that they are still on a detour
by using the Arrow symbol signs.
ii) When an entire roadway is closed, a detour should be provided and traffic
should be warned of the closure in advance.
iii) Sign the detour so that traffic will be able to get through the entire area and
back to the original roadway.
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CH PTER
PLACEMENT AND REMOVAL OF
TRAFFIC CONTROL DEVICES
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CHAPTER 7
PLACEMENT AND REMOVAL OF TRAFFIC CONTROL DEVICES
This Chapter discusses important aspects
of
the process
of
placing the traffic control devices
in work zones including preparation, the order
of
device placement, the treatment
of
existing
signs, and the use
of shadow or protection vehicles. Procedures for safely removing devices
from the roadway are also discussed.
7 1 Preparation for Placement Process
The placement, modification, and removal of traffic control devices for road construction and
maintenance operations can be enhanced by adequate preparations. This is particularly
important because
of
the hazard associated with these activities. The installation and removal
of
worksite traffic control zones create situations that are often far more hazardous than the
operation of the completed zone. These hazards are often greater than those during the work
activity because:
i Workers placing advanced warning and channelizing devices must be in the
roadway at points
of
high conflict without the full protection of the devices being
placed.
ii) The placement operation constitutes an unexpected situation for the motorists as
they are confronted with a roadway partially closed and a partial traffic control
zone.
The inherent danger
of
these operations can be lessened by using techniques that emphasize
safety. Also, to reduce the exposure, the installation should be done as quickly as possible. To
this end, several elements must be considered before the installation of the traffic control
zone.
7 1 2 Coordination with Affected
roups
Advance and start time coordination should be done with all affected organizations and
groups such as:
i)
ii)
iii)
iv)
Police,
Traffic Department
of
affect Local Council,
Emergency services such as the fire dept, hospitals, etc.
News media,
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v) Businesses and industries,
vi) Public transportation, and
vii) Residents and Residents' Representatives
Coordination prior to the Placement of the traffic controls at a site greatly improves the safety
and efficiency
of
the installation. The coordination includes the following considerations:
i) Advance publicity
ii) Selection of
the day and time-of-day for the installation
iii) Analysis
of
traffic volumes
iv) Selection of crew work hours
v) Consideration of emergency requirements case of utility breakdown, road
accidents, etc.
7 1 3 Inventory and Storage
All traffic devices required for the placement and maintenance
of
the zone should be on-hand
and in good condition. Also, special equipment, trailers, and trucks should all be operating
properly and safely.
Devices maintained
in inventory need to be formally organized to assure that all items are
actually in stock and can be rapidly retrieved. Traffic control devices need to be stored
properly to avoid marring, and all devices need to be kept clean.
All mechanical and electrical elements and equipment require routine maintenance to assure
that they will function properly. Devices should be inspected carefully when they are returned
to inventory. All devices found to be non-standard or in poor condition should be replaced,
modified, or repaired. Equipment for the roadway worksites must be in good operating
condition, otherwise there will be occurrences
of
breakdowns, delays, and increased site
occupancy time.
Good practice suggests that devices be marked to identify ownership. The name and phone
number of the owner may be shown on the non-reflective surface of the barricades. This
procedure pinpoints responsibility and minimizes borrowing. Standard inventory packages
of organized traffic control devices can be established for activities by prepackaging and
ensuring checklists for each activity and location.
7 1 4 Training and Instruction
All crew members should be trained for their tasks, with particular emphasis on safety. In
addition, to ensure that all crew members know their installation assignments, and to assure
an efficient and speedy operation, the supervisor should review the installation process with
his crew before going into the field.
f
either a new or different procedure is to be used, or if
new people are in the crew, these instructions are essential. In some cases, a rehearsal on an
abandoned segment of roadway may be desirable.
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7 2 Placement
7 2 1 Placement Sequence
Devices are installed in the direction that traffic moves -- that is, moving downstream . The
first device placed is the first advance warning sign. The installation then proceeds with the
i) Advance warning zone
ii) Transition zone
iii) Buffer zone,
iv) Work zone, and
v
Termination zone.
f traffic in both directions will be affected, such as with work in the center lanes, the devices
can be placed in both directions
at
the same tine, starting at each end farthest from the work
area. Alternately one direction can be installed before the other.
When one direction
of
traffic will be directed into opposing traffic lanes, the signs, devices,
and pavement markings for the opposing traffic should be placed first. t is essential to
channelize opposing traffic out
of
its lane before moving the oncoming traffic into the lane.
When all signs and devices are placed for opposing traffic, the devices for the oncoming
direction can then be set up.
When signs or channelizing devices are to be installed and removed several times during the
work operation, a spot should be painted where each device
is
located. This way the
installation can be repeated quickly and properly. The devices should either be stored off the
roadway, out of sight, or transported to another location. Channelizing devices should not be
stored on the shoulder of the roadway, as this appears to be a shoulder closure.
Drivers
do
not expect workers in the roadway setting up a traffic control zone. Since the goal
is to make the entire operation safe, high-level waming devices, flagmen, or flashing vehicle
lights should be used
to warn the drivers
of
the presence of workers. Flashing arrow panels
are valuable to assist the workers during placement or removal of channelizing devices for
lane closures.
7 2 2 Placement Procedure
Work vehicles should park in a safe location to unload crews and devices. Locations such as
these should be the priority;
i At kerbs
ii) On shoulder
iii) On side street
The work vehicle may serve as the advance warning device by using its flashing/rotating
lights while the first warning signs are being placed. To protect the crew, the device truck
should be located upstream of the crew. This can be awkward, however, if the signs are
unloaded from the rear of the truck.
On high-speed roads, a backup, shadow, or protection, vehicle should be used. This
vehicle should first be positioned on the shoulder some 30 metres or more behind the device
truck when the first signs are placed. The shadow vehicle uses special lights or a flashing
arrow panel to warn traffic. When the crew needs to work on the roadway, the shadow
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vehicle is moved into the travelled lane. Truck mounted attenuators are desirable for these
vehicles
7.2.3 Placing Channelizing Devices
When closing a lane, tapers are laid out in a straight line starting at the shoulder. Each
channelizing device is then placed in sequence moving downstream. When placed by hand,
the devices should be moved out from the shoulder with the worker looking toward traffic as
he moves into the lane to place the device. When channelizing tapers are installed, each
device is placed one foot further into the lane being closed.
7.2.4
Lateral
Position
For some closures, traffic doesn't have to be excluded from the entire width of the lane to
establish a safe workspace. Under these circumstances, the work area channelizing devices
should be placed a few feet back from the lane line to:
i Reduce the chances
of
the devices being hit, and
ii) Provide increased lateral clearance, thereby increasing capacity.
7.2.5 Cone Placement
Cones may be placed either by workers on foot or from a moving vehicle. When working
from a vehicle, the truck should be equipped with a suitable worker platform and railing. On
high-speed roadways, a shadow vehicle should be used to protect a workman who is working
from the back
of
the truck.
7.2.6 Expressway
Lane
Closures
Expressway lane closures should be more carefully carried. out are of two types. Exterior
lanes are those with a shoulder along one edge. Interior lanes, such as the center lane
of
a
three lane roadway, are bordered by lanes on both sides.
7.2.7 Exterior
Lane
Closures
The protection vehicle travels along the shoulder or exterior lane
if
no shoulder is available.
t
is equipped with a warning light and a flashing arrow panel. The protection vehicle then stops
in a blocking position at least 30m upstream while the first warning sign is located. This
operation is repeated for all warning signs -- first for one side, then the other side
of
the
roadway.
When all signs are in place, channelization devices are placed. The protection vehicle
gradually encroaches upon the exterior lane as the workers install the taper in front
of
the
protection vehicle. Finally, the protection vehicle
is
positioned in the closed lane while the
work zone channelization is placed.
7.2.8
Interior Or Center Lane Closures
When work is necessary on an interior or center lane, the recommended procedure is to also
close the adjacent exterior lane to avoid an island closure. Where because
of
volumes or
geometrics traffic must be carried around both sides of
an interior lane work space, the
preferred procedure is to first close an exterior lane upstream from the work space,
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particularly for high-speed conditions. Next, interior lane traffic
IS
channelized into the
previously closed exterior lane.
Warning signs are placed on both sides
o
the approach warning area. The exterior lane is
then closed as described above to create an empty work space.
To continue the setup, the protection vehicle moves carefully into the closed exterior lane and
workers complete the exterior lane channelization and closing taper. The protection vehicle
then moves to the downstream end
o
the closed exterior lane and blocks the adjacent center
lane. The taper which moves traffic from the interior lane to the previously closed exterior
lane is placed, and worksite channelization is established on both sides o
the closed center
lane.
In the final configuration, the protection vehicle can be moved inside the work space behind
the taper. Traffic may now flow around either side o the work space.
7.3
Modification and Removal
When possible, traffic control zones should be removed by picking up the devices in a
reverse sequence to that used for installation. This requires moving backwards or upstream
through the zone.
With no shoulders, the removal
o
advance warmng signs is made in the downstream
direction.
Where extensive modifications to the traffic control zone are required, as when switching a
closure from one side
o
the roadway to the other, it may be necessary to remove the entire
zone and then re-install it in the new configuration.
Portable concrete barriers require special care and planning to place and remove. Normally
the lane next to the barrier
m u ~ t
be closed while the barriers are placed or moved. This
operation should be scheduled to cause as little disruption as possible.
7 4 Special Equipment and Techniques
Some Maintenance Agencies may have special equipment to facilitate and expedite the
placement process, such as, trucks with racks in which signs are loaded
in
the reverse
sequence to that needed; that is, the last sign put on is the first one to be taken off.
Special traffic control vehicles should be available for traffic control zone placement,
maintenance, and removal. Such vehicles are also useful in emergency situations. These
vehicles should be employed for:
i Carry devices to worksites.
ii) Facilitate handling.
iii) Help to organize and protect signs and devices.
Special features
o
these traffic control vehicles may include;
i Appropriate color (orange),
ii) Flashing/rotating lights or beacons,
iii) Flashing arrow panels,
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iv Changeable message signs,
v Sign racks,
vi Cone chutes,
vii Power lift taligates, and
viii Worker platform and protective railing
ix Crash cushions on shadow vehicles
x Variable message signs.
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CH PTER
8
MAINTENANCE
OF
TRAFFIC
CONTROL ZONES
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CH PTER
8
MAINTENANCE OF TRAFFIC CONTROL ZONES
Traffic control zones should be maintained so that they remain as effective as when first
installed. Documentation of maintenance and inspections is necessary in the event of lawsuits
resulting from accidents or other grievances suffered by an injured citizen. This Chapter will
explain the types of
inspections and maintenance required and methods to document
inspections and actions taken.
8 1 Inspection and Maintenance Program
Once the traffic control zone
is
established, it is important that it continues to function
effectively. The traffic control devices must be maintained
as
it was installed or modified to
ensure the motorists
are
not misled with unnecessary changes to the work zone shape and
SIzes.
Maintenance is needed to service the equipment and make corrections required by any
combination of the following factors:
i Traffic accidents
ii Device displacement by;
•
vehicular contact
•
slip stream from trucks
•
workers
•
Wind
iii Damage caused by construction activities
iv Weather damage
v
Malfunctions and bum outs
vi Physical deterioration
vii Dust, dirt and grime
•
on sign faces
•
on drums or cones
•
on reflectorized rails
viii Dirt and debris on roadway
ix Vandalism
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8.1.1 Elements
of an
Inspection rogram
A comprehensive inspection and maintenance program should include the following
elements.
i
A formalized plan
ii) Defmed inspection procedures
iii) A form to record the findings
of
the field inspection
iv) A repair program
v An adequate inventory of devices for emergency replacements or repairs
vi) Day and night review of the marking
of
the travel path through the work zone
vii) Procedures to assure that specified repairs are made
viii) Formal documentation
of
inspections and repairs
ix) Identification of
possible causes of accidents and skid marks
The inspector will need to make decisions during the inspection. He must exercise judgment
in establishing appropriate practices. As deficiencies are observed, the following choices are
available:
i
Make on-the-spot corrections
ii) Call for emergency repairs (radio or phone)
iii) Instruct the work crew to make routine repairs during the next work day
iv) Schedule deferrable corrective actions, such as sign cleaning
A key element of the program is the procedure that insures that the required maintenance is
performed. Corrective action should be documented.
8.2 Inspection Procedures
8.2.1 Responsibility
For each project, one person should be responsible for traffic control. On construction
projects, the contractor should designate a person by name and telephone number. This
person is the Road Safety Officer for the project. In addition, on large projects, the traffic
control responsibility should be assigned to an employee in the agency's organization.
Routine inspections of the traffic control installation should be carried out by these
individuals.
Less frequent but periodic inspections should be performed by senior staff
of
the contractor
(typically his superintendent), the Superintending Engineer and the Road Authority (the
resident engineer and/or the traffic engineer).
Lines of communication and responsibility must be clearly established between the person
conducting routine inspections and senior contractor or agency personnel. This
communication is especially important between those in control
of
routine maintenance
activities and those with greater authority. Effective communication ensues that urgent
problems can be brought promptly to the attention of officials who can respond immediately.
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8 2 2 Frequency
To detennine the frequency
o
inspections, the following factors must be considered.
i Project size and duration
ii) Degree ofliability
iii) Severity
o
hazards
iv) Frequency at which damage
is occurring
v Number
o
deficiencies observed during previous inspections.
vi) Traffic volumes and speed.
Traffic controls left in place overnight should he inspected during hours
o
darkness at the
same frequency as during the daylight hours
8 2 3 Documentation
Documentation is an essential part o the traffic control maintenance function. t is necessary
for good planning and for project accounting. Documentation serves to:
i Ensure the integrity o the project traffic control; and
ii) Provide a means o
• identifying the maintenance needed,
• providing a tool for getting maintenance started,
• checking to see that maintenance is done,
• documenting that maintenance was done.
Well maintained traffic control maintenance records provide substantial support for the
project in the following ways.
i
The records aid in the evaluation o the effectiveness
o
the planned
a.lld
modified traffic control installation.
ii) Traffic control maintenance records provide evidence o a proper traffic
control installation in the event
o
a lawsuit arising from an accident at the
worksite.
8 2 4 Record Keeping
Record keeping begins with an inventory
o
traffic control devices located in. both the shop
and field. With this information, future material needs can be estimated based on planned
proj ects and anticipated damages and thefts. Costs can be budgeted, and needed material can
be purchased or fabricated) prior to beginning work.
Good record keeping procedures suggest that the time and location
o the installation and
removal o traffic control devices be noted. Although this record keeping can be time
consuming for a moving maintenance operation, significant traffic control actions taken by
the field crew should be recorded. These records should include:
i)
ii)
iii)
iv)
v
Starting and ending time
o
work
Location o work,
Names
o
personnel,
Type
o
equipment used, and
Any
ch nges
in temporary or permanent regulatory devices
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Major projects will require more detailed record keeping since they may involve greater
amounts of fund, funds from the contract BQ, and longer distances and times of physical
exposure with resulting potential danger to the worksite employees and the motoring public.
Several methods
of
recording traffic controls are available. These include:
i) Photographs either keyed
to
a diary or containing a brief description of
• time
• location,
• direction, and
• photographer s name.
ii) Videotaping of work zone drive-through can also be· used to document the
placement and condition of traffic control devices.
iii) Special notes on construction plans (preferably the traffic management plan
sheet); and
iv) Diary entries
of
times, location and names of individuals (when known)
involved in the;
• installation,
• change, and
• removal
of
traffic control devices.
Work orders also serve as a reference, and should be keyed to the diary when used.
When the maintenance inspection process reveals a condition that requires correction, the
documentation should include:
i) Description of the correction needed, when it was noted, and by whom;
ii) Corrections made r defelTed and why;
iii) Replacements made or deferred and why; and
iv) Any other needed actions.
Each agency should have general checklist for different types of operations and conditions.
These can he modified to meet the requirements
of
an individual worksite. Inspection sheets
should be developed for major projects from the general checklists and schedule guidelines.
For typical worksites, standard inspection sheets can be prepared and used.
8.3 Training And Equipment Needs
8.3.1 Training
Several elements should be considered in preparing for and perfo ing traffic control zone
inspections and maintenance. Personnel designated to perfo these tasks must understand
the general traffic control process, have a deep appreciation for safety, and be trained in
device maintenance procedures. Training should include:
i) Proper cleaning methods for the various types
of
equipment and reflective
materials.
ii) Maintenance techniques for mechanical and electrical equipment,
iii) Proper placement and ballasting
of
traffic control devices
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iv) Methods to check sign reflectivity,
v) Knowledge o the hazard potential o various types
o
situations
vi) Solutions that may be used to solve various problems.
vii) Situations requiring special technical assistance, such as hazardous
materials)and procedure to be followed in securing such assistance, and
viii) Documentation techniques.
8.3.2 Personnel Equipment and Materials
Sufficient equipment and materials should be readily available to perform required tasks.
Usually, a dedicated vehicle will be needed to keep all the required material on-hand. The
following items may be needed.
i) Communications equipment
• Two-way radio
ii) Safety equipment for personnel safety and emergency situations
• flashing warning lights or beacons
• spot/flood lights
• flares
• fITst aid kit
• hard hats
• high visibility vests
iii) Tools and hardware for on the spot repairs
• Hanrrners
•
Screwdrivers
•
pliers and wrenches crescent)
•
wrecking bar
•
Shovel
•
saw
•
nails, nuts, bolts and washers
•
tape measure
•
Knife
iv) Spare parts and materials
•
Batteries
•
Bulbs
•
Fuel
•
Sandbags
•
Posts
•
Hardware
•
wire and rope
•
pavement marking tape
•
reflective tape
•
washing materials
v Spare devices
• Barricades
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• Cones
• Signs
• barricade lights
vi Reference materials
• Traffic Control Device Handbook
• traffic management plan
• contract specifications
• inspection forms and checklist
• Logbook
• Pencils
• pad
o
paper
• accident guidelines and report forms
• emergency procedures and telephone numbers
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CHAPTER
R PORTING CHECKING
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CH PTER
9
REPORTING HE KING
To ensure proper adherence to the standards and specifications and also to ensure adequate
implementation, there must be constant reporting and checking carried out at the work zones.
Based on the scope of activities required, the documents and reporting requirements are as
follows:
i) Traffic Management Plans (TMP)
ii)
iii)
Traffic Management Plans are required for all Work Zones
of
the project. Each work
zone will have a specific TMP with a specific reference number to it. These TMPs
shall have
reference numbers
and are
to be displayed
for easy access during the
inspections and audits visits. Whenever there is a change
of
traffic management on the
site, these must be reflected in the TMPs being displayed.
The TMPs will have to be elldorsed
y
the Supervisillg Engineers A copy
of
the
agreed TMP shall be forwarded to the S.O. for final approval and acceptance.
However any major TMP shall also be audited by Road Safety Audit prior to approval
by the S.O
Traffic Management Safety Reports (TMSR)
The Traffic Management Safety Reports (TMSR) are essential documents in the
execution of the proj ect. These reports are constantly submitted at 3 months interval
to the Supervision Engineers, the S.O. and the Road Safety Auditor. These reports are
to be prepared
by
the Traffic Safety Officer and shall include the following:
• TMPs prepared and enforced on the ground
• TMPs for the next three months work
• Estimated duration of each TMP (Placement dates and expected Removal
dates) are required.
• Accident occurrences and analyses
Work
Zone Audit Reports
The Road Safety Auditor will be required to audit the Traffic Management at the
work zones at a 3 months interval or other interval as specified by the S.O. to the
Road Safety Audit. Preferably, the audit should be done immediately after receipt
of
the TMSR from the Contractor. The auditor shall ascertain any deficiency
of
the
TMP implemented at the site and make recommendation as to how these can be
improved
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PPENDIX
TEMPOR RY SIGNS
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APPENDIX A
TEMPORARY SIGNS
1
GENERAL ON TEMPORARY SIGNS
Temporary operations such as road construction and maintenance operations
represent unusual roadway conditions and warrant special attention.
f
the temporary
operations require measures different from those normally in effect the existing
permanent traffic signs shall be removed or covered and superseded by the
appropriate temporary sign. In other words temporary signs are used to notify road
users of specific hazards which may be encountered when temporary operations are
underway.
Temporary signs shall be placed in positions where they will convey their messages
most effectively and placement must therefore be accommodated
to
highway design
and alignment. The signs shall be so placed that road users \liill have adequate time
for response. As a general rule signs shall be located on the left-hand side
of
the
highway. Where special emphasis s deemed necessary dual installations may be
made which consist
of
duplicate signs opposite each other on the left and right sides
of the roadway respectively. Within a construction or maintenance zone however it
is often necessary andlor desirable to erect signs on portable supports placed within
the roadway itself. t is also permissible to mount appropriate signs on barricades.
Temporary signs should be mounted on portable supports that are suitable for
temporary conditions. All such installations should be so constructed to yield upon
impact and to minimize hazards to motorists. For maximum mobility on certain types
of maintenance operations a large sign may be effectively mounted on a vehicle
stationed in advance of the work or moving along with it. This may be the working
vehicle itself as in the case
of
shoulder mowing or pavement marking equipment or a
vehicle provided expressly for this purpose. These mobile sign displays may be
mounted on a regular maintenance vehicle.
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PARTOf
. [lO O
u • .,
m
T·HWAY ..
(aiITIlAFLoW
T - l l W A Y ~
PAi l OFlAl 'E (LO,rn
~
T-lIWAY1 ..
(aNnA floW
n
TEMPORARY HIGHWAY
SIGNS
DURING CONSTRUcnON
fi)
T.lIWAY
'AJlTO'l
[LaSED
411
T-HWAYg.
PART DFLAN. [LoSEo
411 ..
~
T·HWAY .1
[flIITRkFlOW
U t w A Y ~
P A ~ T OF UN[ cLosEo
T-BWAYI0
.ART 0' l UE [1. ..
~
I
r_HWAYl3a
I
aIITIlA.FlDW
211 ..
T.lIWAY'.
pART OF l CLOS[O
411 •
T - H W A Y I ~
PUT UN[[lO' [O
UI
..
T,HWAYI6
CONTRA
f toW
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S.l ADVANCEWARNlNGSIGN
The ,.;gn shauId be placed in advance
to
warn 1he motorists
of
1he COllS ructiOll areas.
DIMENSIONS
As
shDWJl
COLOUR
Backgrourul
fluorescent orange priBlDJltic retro-reflective sheeting
rderILetteri:og -
black
Backgrourul (distance) -
white
Backgrourul
(service
Dept.) - blue
Lettering (service Dept) -
white
DRAFT
LEITERlNG
Series D
with wide spacing
829
100
W S
--r
200
PEMBINMN
150
~ j (
DIHADAPAN
150
I
5
m
I
150
1
JKR
~ ~
~ '
This is an example. Otb<rrs distsoce are;
a.
2000 m
e.
3S } m
b. 1000 m f. 25(}m
c. SOOm g.
___
m
d.
400m
The
distance
lnfurmatiooshould
be
in accordance to the Traffic
Category .
Add fue· name of1he agency at the bottom of
1he
sign ego JKR, DBKL, TNB,
SYABAS, TM, MAXIS, IWK etc.
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1'8.2 ROAD WORKS
Approach sign to
lJly works on
the
road
DRAFT
- engineering grade
orange
COLOUR
Background
Background (symbol)
Border
- fluorescent yellow prismatic retro-reflective sheeting
-black
Symbol
- black
DIMENSIONS
As shown
LETl'ERWG
Series 2 medium spacing
This
i an example Oth= distance are;
a.16oom
b.
800m
c
400m
d. 300m
e 250m
f
200m
g.
___
m
1'8.3 ROAD NARROW ON THE LEFf
OR
RIGHT
9 4
14
ml
---".;
25
1
~ ~ ~
Approach sign
fur
road
narrowing either
from leftband .ide
or
right
b, _Dd_s_ide_.
I
COLOUR
DRAFT
- engineering grade
orangeackground
Background (symbol)
Border
- fluorescent
yellow
prismatic :retro-reflective she<:ting
Symbol
DIMENSIONS
As
shown
LETl'ERWG
Series 2 medium spacing
- black
- black
This
is an example Others distance
are;
LEFf HAND SIDE RIGHT HAND SIDE
a.14oom g.1400m N
b.10oom b looOm .......
c
600m
i.
600m
d 400m
j.
400m
e 200m k
200m
f 100m I 100m
m
m m
9 4
I I
r - - - - - - - ~ - - - - _
l
49
J
12 m
lis
' - - - - - - - - - - ~
NoIo:All dimensions arein
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TS.4 PART OF LANE CLOSED TO TRAFFIC
Approach sign fur road closure
at e:ft
band
side
or right band
side.
DRAFT
COLOUR
- engineering
grade
OIange
ackground
Background symbol)
Border
- fluomlcent yellow prismatic retro-reflective sheeting
Symbol
DIMENSIONS
As shown
LETTERING
Series 2 medium spacing
- black
- black willi red
blU
fur
close lane
This
is an example.
Others
distance are;
LEFT
HAND
SIDE
RIGm
HAND SIDE N
•. 14oom g.1400m
b.10oom
h
looOm
c. 600m i. 600m
d. 400m j 400m
e.
200 m k. 200m
f
100m
1
100m
m. m
TS5
PART OF LANE CLOSED TO TRAFFIC
Approach
sign
fur
road
closure at middle lane.
- engineeringgrade orange
9 4
1 1
r-----------.--
l
49
J
12 m lis
- - - - - - - - - - - ~
DRAFT
COLOUR
Background
Background symbol)
Border
- fluom.cent yellow prismlrtic retro-reflective
sheeting
Symbol
DIMENSIONS
As shown
LETTERING
Series 2 medium spacing
- black
- black willi
red
bar
fur
close lane
This
is an example.
Others
distance are;
' .1400m
b.10oom
c. 600m
d. 400m
e. 200m
f 100m
g. ___ m
9 4
I I
- - - - - - - - - - - - -
12 ml
l
49
J
----
125
uio
'------------------- -----'1'
Nore
: All dimensions
are inmiIlimcters
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TS.6
PART
OF LANE CLOSED TO TRAFFIC
Approach
sign
for road clooure ahead.
COLOUR
-
engineering
grade
onmge
DR FT
Background
Background symbol)
Border
- fluorescent yellow prismatic retro-reflective sheeting
Symbol
DIMENSIONS
Assbown
LETTERlNG
Series 2
medium
spacing
- black
- blackwith red
bsr
fur close lane
This
i. an example. Others distance are;
LEFT HAND SIDE RIGHT HAND SIDE N
a. 200m d 200m . ....
b. 150m e. 150m
c. 100m f 100m
5 ___m m
TS.7 PART OF LANE CLOSED TO TRAFFIC
,
I
9 4
12 ml
l
l
49
J
---4
25
do
L..------------'l
Approach
sign
for road closure
at
l ft hand side or rigbt
hand
side.
DR FT
-
engineering grade onmge
COLOUR
Background
Background
(symbol)
Border
- fluorescent yellow prismatic retro-reflective sheeting
Symbol
DIMENSIONS
As shown
LETTERlNG
Series 2 medium spacing
• black
- black
with
red
bsr
fur close lane
This is an example. Others distance are;
LEFT HAND SIDE RIGHT HAND SIDE N
a. 200m d 200m . ....
b. 150m e. 150m
c. 100m f. 100m
g. ___
m m
9 4
l
49
J
12
m
lis
. :
Note :
All dimen>ions
n
miIlimo oto.
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1'8.8 SPEED LJMlT DRAFT
Approach sigIl1hat r
Wll l l
motoris1s
r
maintain lbe speed
limit at
tllif=<Stn:lCIi Jmln::a::-----t
- engineering grade
orange
COLOUR
Background
Background (symbol)
Border
- fluorescent yellow prismatic tetro-reflective sheeting
-black
Symbol - black
DIMENSIONS
As shown
LETTIlRlNG
Series 2 medium spacing
This
is on example.
Others distonce
are;
a.
80 kmij
b.70kmij
c.
60 kmij
d.SOkmij
e .wkmlj
f.
__
km/j
1'8.9 KEEP LEFT OR KEEP RIGHT
9 4
o -
~ ;
km j
l
50
J
----
25
wo
..1---;.-
DRAFT
The
sign
indicate
that
lbe
1raffic
is pennitted
r
1=p
left
or right
COLOUR
Background
Background (symbol)
Symbol
DIMENSIONS
Assbown
- engineering grade OIange
- blue
-whlw
This is on
example. 01hers
disllmce are;
a. reep left
b. reep right
9 4
N , :A I l i l imens ioDs , in_
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1 8.10 DOUBLBARROWSIGN
DRAFT
The go indicate that lbe traffic is
pemri tted
to pass ao either side
of l D . J S l m K \ . J J L I I ~
___ l
obstructiao. ao a road.
COLOUR
Background
Background (symbol)
BonIer
Symbol
DIMENSIONS
A.shown
- engineeringgrade
orange
- fluorescent yellow prismatic retro-reflective sheeting
-
black
- black
I
914
1 8.11 SHARPDEVIATIONSIGN
DRAFT
This sign shall be used to show sIuup deviation or sIuup cbange in ho,r6mJalaliigmnenL /
COLOUR
Background
BonIer
Symbol
DIMENSIONS
A
shown
- flllOrescent onmge prismatic retro-re:tlective sheeting
- black
- black
This is an example. Others distance are;
a.left
b.rigbt
15
1 .
r
~ [ I ~ ' + < I ~
J
50
:l 200 J
Noto AlI_
n ~
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TS.12 WARNING SIGNS
This sign indicate that there is a fllIggerposition aheadof c )os1rru:tion area.
COLOUR
Background
Background symhal)
rder
-
engineering
grade
)lange
- fluorescent yellow prismatic retro-reflective
sheeting
- black
Symbol
- black
DIMENSIONS
As
sh<>Wll
LETTERlNG
Series 2 medium spacing
This
i .
an
example.
Oth.ers
distance
are;
a. 200m
b.
100m
c. m
TS.13 WARNING SIGNS
9 4
1200ml
l
49
J
-
125
1:6
L ~ _ _ T
DR FT
These signs with appwpriate messages sbaIl
be
placed at appropriate ll 'OOll:timllliInr--------.J1
construction
site.
COLOUR
Background
rder
- fluorescent
onmge
prismatic retro-reflective
sheeting
Symbol
DIMENSIONS
As
sh<>Wll
LETTERlNG
-black
Series D with wide spacing
This i an
example.
Others message; 0
a P E M B I N A A N T A M A T ~
b. PEMBINAAN MULA ....
-
2000
PEMBIN N
TAM AT
HOTLINE
CONTRACTOR
NO
Gl
-
-
COtmlACTOR
LOGO
Note: All
dimensions
are
in
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IS 14
WARNING
SlGNS
DRAFT
These signs with applOpriate messages shall be placed at appropriate I
construction
site.
COLOUR
Background - fluorescent
orange
prismatic tetro-reflective sheeting
Bcrder
- black
Symbol
- black
DlMENSIONS
A.shown
LETTERlNG
Series 2 medium spacing.
1
14{)O
~
W S
~
0 KENDERMN BER T
,
0
~
CO
KELU R M SUK
.
DIH D P N
=t
IS IS
TYPICAL 1RAFFIC BARRlER PLASTIC)
DRAFT
These are tc be used 10
COlllrol t:affic by
closing, restricting or d .
.11
portion
of
he roadway.
COLOUR
Red
or
Wbite
DlMENSIONS
min.
1000 mm L) X 800
mm (II)
X SOO
mm
W)
WElGlIT
min. 12
kg
ok
0.5 kg
1
I I
0
0
00
~
]
I c L J
- --
NQt
:.All
dimensions
arc in:m.iIIiD:tetcrs
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TS.16
TYPICAL
TRAFFIC GUIDANCE CONE DR FT
Another cans1ruction WBl1ling sign.
COLOUR
Red fluorescent or Orange
DIMENSIONS
As shown
WElGlIT
min. 3 kg
hite
r tro
reflective portions sh ll be mjnjmmn
150 mm width
in
a singlepiece oot strip,).
1T
white retro
I t p/
reflective s tider
1
min
450
L
~
·
3
·
N '
:
All
diJnensfuDs
re inm.ill itn ..
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PPENDIXB
TYPIC L L YOUTS FOR
TR FFIC M N GEMENT
PL NS
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TR FFIC C TEGORY WORK ZONES CONTROL
Low Speed 60kmll
Figure 1
1
Urban
High Speed > 60kmlj Figure 2
ow
Speed 70km/j Figure
3
2
Rural
High
Speed >
70km j
Figure 4
Low Speed 90km/j Figure 5
3
Expressway
High Speed > 90km/j Figure 6
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0
0
U
U
-
]
o
'
I
-
V
]
\D
V
d
IZl
e 1
]
o
'
I
1
J;l
\D
II
d
IZl
..<:i
b1
S
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i
l
I
i
•
~ . l
,.g
~ ]
o
i> ••
•
a
..
, l
§
'"
0;
]
i i
e
g
..
t ~ ~
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',- -
LEGEND;
--+-
i
Directional
oftra:vel
OW neliJing
device
(l'laslio &mer Conm:te
Bmicr
Cooe)
w '_
,- -
35 m
ZONE
A
Work Zones Control
wal ow
Speed <70km/j)
Figure 3
1 m
100m
ZONE ZONE
B
C
L
1 m
ZONE
ZONE
D E
o n ~
''''-
D.AN8mON
AREA
Zcn B IOOVel traffic
omo iu
normal]lA1b.
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LEGEND;
DiTcctIonal
oftrave1
CJwInellrlngdtlv ce
v
J.>laaIW Banier Concrete Bania
Cooe
w '''''''
s m
ZONE A
Work Zones Control
Rural High Speed >70km/j)
Figure 4
lSOm
ZONE
B
1 m L 1 m
WNE
ZONE
ZONE
C
D
E
Zo
Dooalpll ,
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il
.
•
a
.\
•
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f
8
"
]
Ii
H
§
l
·
I
f
~ ~
~ ~
•
M
j
0
<
.
1 sJ
1
1 d
]
i l ~
"
ag
~ ~
5
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PPENDIXC
ROAD SAFETY AUDITING
OF THE TR FFIC
MANAGEMENT AT WORK
ZONES
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ROAD SAFETY AUDITING OF THE TRAFFIC MANAGEMENT AT
WOR ZONES TMP)
1.0 Introduction
In an effort to spur the economic growth
o
the country, the Federal Government has
embarked on a massive programme to provide new construction contracts especially in the
road sector. Many projects, worth billions
o
ringgits had been identified and are currently
being designed and implemented.
Jabatan KeIja Raya JKR), being the implementation agency for the Federal Government, is
very concerned about the effect
o
the construction activities to the possibility
o
increased
accident occurrences at the construction work sites.
As a mitigation effort, JKR has introduced the following steps in the road construction
projects:
i Preparation o Traffic Management Plans TMP) during the Design and
Construction Phases
ii) Cost o management and provision o Traffic Management at construction sites
to
be
priced
as
a BQ item
iii) Contractor to designate a qualified
Traffic Management Officer TMO)
responsible
for the operations and maintenance
o
the traffic management
o
the work zones
iv) Submission o
a three monthly Traffic Management Safety Report TMSR)
v Audit o the Traffic Management at Work Zones every three months
2.0 Role ofRoad Safety Auditor
The role o the Road Safety Auditor is to generally audit the activities o the road safety
within the construction site. This includes the observation
o
the effectiveness
o
the TMPs
and the devices employed during the night. The role o the Road Safety Auditor includes:
i)
ii)
iii)
Auditing the TMPs during the Design Phase
Auditing the Work Zones during the Construction Phase. This is to be carried out
every three or six months as deemed appropriate by the Superintending Officer
S.O).
Preparing audit reports
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3.0 Reports
The following reports must be prepared for the Audit work
i) Traffic Management Plans TMP)
Traffic Management Plans are required for all Work Zones of the project. Each work
zone will have a specific TMP with a specific reference number to it. These TMPs are
t
be displayed
for easy access during the inspections and audit visits. Whenever there
is a change of traffic control on the site, these must be reflected in the TMPs being
displayed.
The TMPs will have to be approved by the Supervising Engineers and endorsed by
the Superintending Officer
The displayed copy must have these approval and
endorsement.
ii) Traffic Management Safety Reports TMSR)
The Traffic Management Safety Reports are essential documents in the execution of
the proj,ect. These reports are to be prepared by the Traffic Safety Officer and shall
include the folloVlling .
• IMPs prepared and enforced on the ground
• TMPs for the next three months work
• Estimated duration of each TMP (Placement dates and expected Removal
dates) are required.
• Accident occurrences and analyses
The TMSR must be submitted by the first week
of
the third month to:
• the Supervising Consulting Engineer
• the S.O.
• the Unit Keselarnatan Jalan,. Cawangan Jalan.
• Unit Pengurusan Projek Pembinaan (UPPP), Caw. Jalan
• the Road Safety Auditor
iii) Project Work Zone Audit Reports
The Road Safety Auditor
VIIill
be required to audit the Traffic Management at the
work zones at a six monthly interval. Preferably, the audit should be done
immediately after receipt of the TMSR from the Contractor.
The Audit Report is to be submitted within 2 weeks after receiving the TMSR.
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FLOWCH RT
OR
TR FFIC M N GEMENT UDIT
Traffic Management Plans TMP)
Contractor prepare TMP for all work zones
of
the proj ect
1
Traffic Management Safety Reports TMSR)
- Traffic Mgmt Officer prepare TMSR that
includes:
a
TMPs prepared enforced
on
the ground
b) TMPs for the next three months work
c) Estimated duration
of
each TMP Expected
placement removal dates)
d) Accident occurrences and analyses
- Submit report to S.O/P.D and Road Safety
Auditor. Extend copy to HOPT first week of the
third months)
Approving Traffic Management Plans
- S.O/P.D Reps approved TMPs and may use
recommendations of road safety auditor in work
zones audit reports
Approved Traffic Management
Plans TMP)
- Approved TMPs to be used at
work zones
Notes:
i) S.O - Superintending Officer
ii) P.D - Project Director
Work Zone
udit
- Road Safety Auditor to carry out audit
on
a TMSR submitted
b) Traffic management at work zones
every 3 months/as per nos. agreed)
- Road Safety Auditor to prepare audit report
within 2 weeks after receiving TMSR) and
submit to S.OIP.D. Extend copy to HOPT
iii) HOPT -
Unit
Pengurusan Penyelarasan
Projek
Cawangan Jalan)
iv) *) Supervision Team need to ensure comments / recommendations by Road Safety
Auditor is adhered by contractor
v) All copies of audit reports to be extended to UKJ for monitoring and record purposes
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RSA
STAGE 4 PART 1)
PROCESS
CONSlRUCTION TRAFFIC
MANAGEMENT DRAWING
- S.O / P.D submit drawing to Road Safety Auditor.
VERIFICATION AUDIT
STAGE 4 PART 1)
Road Safety Auditor prepared RSA Stage 4
part
1 1------
report send to S.O P.D
and
Contractor. Extend
copy to HOPT
RSA STAGE 4
Pt
2
COMPLETION MEETING
-
Called
chaired
by HOPT
- Road Safety Auditor to present findings
- Designer present response
-
Decisions
are made minuted
No
CORRECTIVE ACTION
-
By
contractor
Yes
Notes: Next Stage
Of
Audit
i) S.O - Superintendiog Officer
ii) P.D - Project Director
iii) HOPT - Unit Pengurusan Penyelarasan Projek
Cawangan Jalan)
iv) *) Supervision Team need to ensure conunents /
reconunendations by Road Safety Auditor is adhered
by
contractor
v) All copies of audit reports to be extended to
UKJ
for
monitoring and record purposes
RESPONSE
REPORT
-Contractor
prepares response report
and submits to Road Safety Auditor.
Extend copy to S.O / P.D and HOFT
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RSA STAGE 4 (PART 2 PROCESS
No
Notes:
i)
s.o
- Superintending Officer
ii) P.D - Proj ect Director
DIRECTIVE TO DO RSA
S.O / P.D
instruct
Road Safety Auditor to do
RSA Stage 4 (Part 2)
ROAD SAFETY AUDIT
Road Safety Auditor prepared RSA Stage 4 (Part 2)
report send to S.O f P.D and Contractor. Extend
copy to HOPT
RSASTAGE2
COMPLETION MEETING
- Called chaired by S.O P.D
-
Road
Safety Auditor
to
present
findings
- Contractor present response
- Decisions are made minuted
Required Corrective
CORRECTIVE ACTION
-
By Contractor
WORK APPROVAL
( )
Yes
Next Stage
Of
Audit
iii)
PT
- Unit Pengurusan Penyelarasan Projek
(Cawangan Jalan)
iv) (*) Supervision ream need to ensure comments /
recommendations by Road Safety Auditor is adhered
by contractor
v) All copies
of
audit reports
to be
extended to
UKJ
for
monitoring and record purposes
RESPONSE REPORT
Contractor prepares response report
and
submits
to
Road Safety Auditor.
Extend copy to
S.O
/ P.D and HOPT
No Corrective
Action Required
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RS
STAGE 4 PART 3) PROCESS
DIRECTIVE TO DO RSA
STAGE 4 (PART J
-
S.O
/
P.D instruct Road Safety Auditor
to do
RSA
Stage
4 Part 3)
ROAD SAFETY AUDIT
Road
Safety Auditor prepared RSA Stage 4 Part 3)
1 - - - - - - -
report send to S.O
/ P.D and
Contractor.
Extend
No
copy
to HOPT
RSA STAGE 4 (PART
J
COMPLETION MEETING
- Called chaired by
S O
/
P D
Road Safety Auditor to present [mdings
-
Contractor
present
response
- Decisions are made minuted
Required Corrective Action
ORRE TIVE
CTION
- By Contractor
Yes
RESPONSE REPORT
Contractor prepares response report
and
submits
to Road Safety
Auditor.
Extend
copy
to S.O P.D
and
HOPT
No Corrective Action
Required