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TRAFFIC MANAGEMENT DURING

CONSTRUCTION

SEMINAR ON ROAD SAFETY AUDIT

TRAFFIC MANAGEMENT DURING

CONSTRUCTION

Tuesday 4

une

2008



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



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



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



CHAPTER

THE

NEED FOR TR FFIC

M N GEMENT T

WORK

ZONES



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:



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



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



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.



CH PTER

REQIDREMENTS OF TRAFFIC

MANAGEMENT

T

WORK ZONES



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



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.



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.



CH PTER

STRATEGIES FOR EFFECTIVE

IMPLEMENTATION

OF

TRAFFIC




CH PTER

3

STRATEGIES

OR

EFFECTIVE IMPLEMENTATION OF TRAFFIC


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.



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.



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



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.



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 .



• 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



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



CHAPTER

PLANNING TRAFFIC MANAGEMENT

SCHEMES



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.



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



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



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.



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.



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



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.



CH PTERS

DESIGNING TR FFIC

M N GEMENT SCHEME



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.



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



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



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)



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.



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



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.



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



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



CHAPTER 6

TYPICAL LAYOUTS O THE

TRAFFIC MANAGEMENT PLAN



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



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



....•...

_ •• • • ••

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



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



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


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.



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.



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




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



\ -=- 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

- - ~ - '



-------------------------------------- - -

-

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.



- - ~ -

TRANSITION ZONE

- Sign

rrangements

-

ARROW SIGNs at the Transition

Area

- To be placed on high

post

.

•

.

·

•

•

·

·

·

·

•

•

•

·

•

)

ZONES

TRANSITION

J

FIGUR

6 5



'»

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)

.

..........

• ••



- , - ~

RUR L HIGH SPEED

OVER ll

SIGN RR NGEMENTS

a

·

·

·

·

·

·

;

ZONE B

TR NSITION

FIGURE 6 7

~

ZONE

· · ·

•

·

•

·

T RM

.

...



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.



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.



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.



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.



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:



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.



• • • • _ _.

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.



CH PTER

PLACEMENT AND REMOVAL OF

TRAFFIC CONTROL DEVICES



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,



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.



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



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,



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,



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.



CH PTER

8

MAINTENANCE

OF

TRAFFIC

CONTROL ZONES



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



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.



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



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



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



• 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



CHAPTER

R PORTING CHECKING



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



PPENDIX

TEMPOR RY SIGNS



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.



.-,

TS.lc

ADVANCE WARNING SIGN

SOO m

TS.7d

PART

OF

LANE

CLOSED TO TRAFFIC

[RIGHT SLIP ROADI

200 m

TS.lS

TYPICAL TRAfFIC

BARRIER

[PLASTIC[

1'8,8d

SPEED

LIMIT

50 km J

hAl

l .uLj

TS.16

TYPICAL

TRAFFIC

GUllANCE

CONE

c _ ~

1'8.20

ROAD WORKS

400

m

1'8.90

KEEP

LEFT

TS.3e

ROAD NARROW

ON THE

LEFT

200 m

1'8. '

KEEP RlljHT

'

{

1'8.3k

ROAONARROW

ON THE RIGHT

200

m

TS.IO

DOUEILE

ARROW

SIGN

1'8.'

PART

OF

LANE

CLOSED TO TRAFFIC

[SLOW LANE[

20011

(--

1,11

TS,11a

TS.4k

PART

OF

LAUE

CLOSED TO TRAFFIC

[FAST LANEI

200 m

SHARP DEVIATION SIGN

[LEFTI

TS.Sc

PART OF LANE

CLOSED TO TRAFFIC

[MIDDLE LANE[

2 { ~ m

TS.l2a

FlAGGER

200 m

TS 6>1

PART OF

LANE

CLOSED TO TRAFFIC

[AHEAD[

200m

TS,13a

WARUING SIGN

PEHBINAAN TAHAT

TS.6d

PART OF

LAUE

CLOSED TO TRAFFIC

[AHEAD[

2.00 ,

PROPOSED NEW

TEMPORARY SIGNS

DURING

CONSTRUCTION

FOR LL RO D

OTHER

TH N

EXPRESSWAYS

1'8.7a

PART

OF LANE

CLOSEO

TO TRAFFIC

[LEFT SLIP ROAD

200 m

1'8.14

WARNING SIGU



~ ~

'r-lIWAYI

,0

WORKS

T_SWAY

II

IIOOVERT/lKJ/IG

~

T.TI'IIAYl6r.

(ONIRAHOW

,

.

T.flWAYli

IlOA"\1OOKS

61l

-t-flWAY17

TWOWAY TRAFfiC

T.IIWAY2.

o m c ; £ ~

,ION

IN

( O N ~ I R U t n O I '

AA,AS

T-HWAY1

PARTOI LU'[LO .

T.JrwAYI8

( l I N & I H ~

\AWE

m

T_IIWAY2

D A H [ ; ' ~

SI i l

[ O N ~ T R I J C T l o H

AREAS

11 ..

T-HWAY7.

p ~ r 0' ''''''0.0 .0

m

'I-IIW'AY 13

C O N r ~ l flOW

Y.lIWAY19

(lIH9lNGtAII'E

T.I WAY31

,.<tULIMn

O ~ k R / j

T-SWAYS

PAAtOl 'LAN [ W ~ [ O

~

T · H W A Y l ~ .

[flIITRI>.FLOW

.11 ..

T.BWAY20

[lltH)F

$ P E [ ( > l ~ I T

'l-HWAY3e

S.[EOlII ..

..... )

'r.lIWAYIit.

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



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.



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


- 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



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


- 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


- 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



TS.6

PART

OF LANE CLOSED TO TRAFFIC

Approach

sign

for road clooure ahead.

COLOUR

-

engineering

grade

onmge

DR FT

Background

Background symbol)

Border


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


Symbol

DIMENSIONS

As shown

LETTERlNG


• 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.



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


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_



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


-

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 ~



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


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



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



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 ..



PPENDIXB

TYPIC L L YOUTS FOR

TR FFIC M N GEMENT

PL NS



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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(l'laslio &mer Conm:te

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w '_

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35 m

ZONE

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Work Zones Control

wal ow

Speed <70km/j)

Figure 3

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100m

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Figure 4

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5



PPENDIXC

ROAD SAFETY AUDITING

OF THE TR FFIC

MANAGEMENT AT WORK

ZONES



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



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.



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



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



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



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

traffic management during construction,rsa_240608

Documents